Measurement  of  Vessels 
for  the  Panama  Canal 


By 


EMORY  R.  JOHNSON 

Special  Commissioner  on  Panama  Canal 
Traffic  and  Tolls 


WASHINGTON 

GOVERNMENT  PRINTING  OFFICE 

1013 


Measurement  of  Vessels 
for  the  Panama  Canal 


Bv 


EMORY  R.  JOHNSON 

Special  Commissioner  on  Panama  Canal 
Traffic  and  Tolls 


WASHINGTON 

GOVERNMENT  PRINTING  OFFICE 

1913 


LETTER  OF  SUBMITTAL. 


Washington,  D.  C,  October  2, 1913. 

Sir:  I  have  the  honor  to  submit  herewith  a  report  upon  the  Measurement  of  Vessels  for 
the  Panama  Canal.  The  report  is  made  pursuant  to  instructions  received  from  the  Secretary 
of  War,  September  1,  1911,  "to  formulate  rules  and  regulations  governing  the  measurement  of 
ships  going  through  the  canal,  and  to  make  an  investigation  and  recommendation  regarding  the 
tolls  to  be  charged." 

A  report  upon  Panama  Canal  Traffic  and  Tolls  was  submitted  to  the  Secretary  of  War,  August 
7,  1912,  and  the  rates  of  toU  recommended  ha  that  report  were  established  by  a  proclamation  of 
the  President,  issued  November  13,  1912.  The  proclamation  fixing  tolls  also  announced  that 
"The  Secretary  of  War  will  prepare  and  prescribe  such  rules  for  the  measurement  of  vessels  and 
such  regulations  as  may  be  necessary  and  proper  to  carry  this  proclamation  into  full  force  and 
effect." 

The  report  herewith  submitted  considers  in  detail  the  problems  of  tonnage  and  vessel 
measurement,  and  contains  a  set  of  rides  which  it  is  recommended  be  followed  in  determining 
the  tonnage  upon  wliich  Panama  Canal  tolls  shaU  be  paid.  The  principles  upon  which  the  rules 
are  based  are  discussed  in  the  report,  and  reasons  are  given  for  each  of  the  mam  provisions  con- 
tamed  ha  the  code  of  rules  recommended.  The  introductory  chapter  presents  a  short  summary 
of  the  report  and  the  concluding  chapter  coiatains  a  brief  explanatioia  of  the  main  features  of  the 
proposed  Panama  measurement  rules. 

In  preparing  this  report  I  have  been  greatly  aided  by  my  assistant,  Grover  G.  Huebner,  Ph.  D., 
of  the  Universit}"  of  Pennsylvania,  whose  cooperation  has  made  possible  the  collection,  analysis, 
aiad  presentation  of  much  of  the  detail  embodied  in  the  report. 

My  thanks  are  due  to  Chief  Constructor  Richard  Morgan  Watt  and  other  officers  of  the 
Bureau  of  Construction  and  Repair  Department  of  the  Navy,  who  have  cooperated  in  drafting 
the  rules  to  determine  the  tonnage  upon  which  warships  shall  pay  tolls;  and  I  am  also  indebted 
to  Mr.  James  H.  Mancor,  Principal  Surveyor,  United  States  and  Canada,  for  Lloyd's  Register 
of  Shipping,  and  to  Mr.  Hugo  P.  Frear,  Naval  Architect,  to  both  of  whom  the  proposed  meas- 
urement rules  were  submitted  for  criticism. 
Very  respectfully, 

Emory  R.  Johnson, 
Special  Commissioner  on  Panama  Canal  Traffic  and  Tolls. 

The  Secretary  of  War. 


Digitized  by  the  Internet  Archive 

in  2011  with  funding  from 

Lyrasis  Members  and  Sloan  Foundation 


http://www.archive.org/details/measurementofvOOjohn 


CONTENTS. 


Part  I.— TONNAGE  AND  MEASUREMENT  RULES. 

Page. 
Chapter  I.  Introduction.     Scope  of  the  report 3 

II.  Types  of  vessels  distinguished  and  illustrated 13 

III.  Cargo  tonnage,  displacement,  and  dead-weight  tonnage 31 

IV.  Gross  tonnage  and  its  measurement 43 

V.  Net  tonnage 71 

Part  II.— PRINCIPLES  CONTROLLING  PANAMA  MEASUREMENT  RULES. 

VI.  Displacement  tonnage  the  basis  of  tolls  upon  warships 97 

VII.  Net  tonnage  the  basis  of  tolls  on  merchant  ships 107 

VIII.  The  necessity  for  special  Panama  measurement  rules 115 

IX.  Deductions  for  propelling  power;  history  and  criticism  of  rules 125 

X.  Propelling  power  deductions  for  vessels  equipped  with  oil  and  gas  engines 143 

XI.  Rules  concerning  superstructures  and  "shelter"  decks;  history  and  criticism 163 

XII.  International  uniformity  in  tonnage  and  measurement;  past  efforts,  future  possibilities 185 

XIII.  Comparison  of  the  Panama  and  Suez  measurement  rules 199 

XIV.  Main  features  of  the  Panama  measurement  rules 207 

Bibliographical  note  and  list  of  principal  works  consulted 215 

Part  m.— RULES  FOR  THE  MEASUREMENT  OF  VESSELS  FOR  THE  PANAMA  CANAL. 
Rules  applying  to  vessels  of  commerce,  Army  and  Navy  transports,  colliers,  supply  ships,  and  hospital  ships. .       225 

Deductions  from  the  gross  tonnage  to  ascertain  the  net  tonnage 236 

Rules  applying  to  vessels  of  war,  other  than  Army  and  Navy  transports,  colliers,  supply  ships,  and  hospital 

ships 241 

FIGURES. 

1.  Midship  section,  showing  beams  and  pillars  for  lower  and  main  decks 16 

2.  Midship  section  of  two-deck  vessel 17 

3.  Midship  section  of  web  frame  steamer  having  cellular  double-bottom,  lower  deck  dispensed  with Face  17 

4.  Midship  section  of  a  steamer  with  three  decks  and  a  shelter  deck,  lower  deck  dispensed  with 18 

5.  Profile  of  a  two-deck  snip  with  forecastle,  bridge,  and  poop 19 

6.  Profile  of  a  raised  quarter-deck,  well-deck  steamer 19 

7.  Profile  of  a  two-deck,  "\jell  "-deck  steamer .' Face  20 

8.  Profile  of  a  steamer  having  lower,  main,  and  ' ' shelter  "  decks Face  20 

9.  Profile  of  a  steamer  with  three  decks  and  a  "shelter"  deck Face  20 

10.  Profile  of  vessel  with  shade  deck 22 

11.  Midship  section  of  freight  and  passenger  vessel,  Panama  Canal  service Face  23 

12.  Profiles  of  triple-screw  steamship,  designed  for  the  Panama  Canal  service Face  23 

13.  Midship  section  of  typical  coastwise  steamer  for  Panama  Canal  service Face  23 

14.  Profile  of  typical  coastwise  steamer  for  Panama  Canal  service Face  23 

15.  Midship  section  of  freight  steamer  for  Panama  Canal  service Face  24 

16.  Profile  of  freight  steamer  for  Panama  Canal  service Face  24 

17.  Midship  section  of  turret  steamer  with  lower  and  main  (harbor)  decks 25 

18.  Hold  view  of  self-trimming  turret  steamer Face  26 

19.  Midship  section  of  trunk  steamer 26 

20.  Hold  view  of  self-trimming,  three-deck  steamer 27 

21.  Elevation  and  deck  plan  of  an  oil  tank  steamer Face  28 

22.  Midship  section  of  an  oil  tank  steamer Face  28 

23.  Section  in  way  of  fore  hold  of  oil  tank  steamer Face  28 

v 


VI  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

Page. 

24.  Profile  and  upper  deck  plan  of  oil  tank  carrier  with  Diesel  engine Face  28 

25.  Profile  of  cargo  vessel  with  small  passenger  accommodations,  Diesel  engines Face  28 

26.  Profile  of  steam  "schooner"  for  west  coast  United  States  lumber  trade Face  28 

27.  Displacement  curve  and  scale Face  37 

28.  Displacement  curves,  U.  S.  battleship  South  Carolina Face  104 

FORMS. 

1.  British  tonnage  certificate 52 

2.  British  tonnage  formula Face  52 

3.  Suez  Canal  tonnage  certificate Face  54 

4.  German  tonnage  certificate - 57 

5.  American  tonnage  certificate 59 

Panama  Canal  tonnage  certificate Face  242 

TABLES. 

I.  Measurement  of  gross  tonnage  under  the  measurement  rules  of  Great  Britain.  Suez  (  anal  Co.,  Germany, 

and  the  United  States 60 

II.  Gross  tonnage  of  steamers  measured  by  British,  Suez,  and  American  rules 62 

III.  Gross  tonnage  of  two  German  steamers  measured  by  Suez,  German,  and  American  rules 63 

IV.  Deductions  other  than  for  propelling  power  under  the  measurement  rules  of  Great  Britian,  Suez  (anal 

<  !o.,  Germany,  and  the  United  States 80 

V.  Gross  and  net  tonnage  of  eight  steamers  as  determined  by  the  British,  American,  and  Suez  measurement 

rules 83 

VI.  Gross  and  net  tonnage  of  two  German  steamers  as  determined  by  the  German,  American,  and  Suez 

measurement  rules 84 

VII.  Gross  and  net  tonnages  of  the  metal  steam  vessels  of  the  world,  1890,  1900,  1910.  and  the  percentage 

deducted  from  the  gross  in  ascertaining  the  net 85 

VIII.  Gross  and  net  tonnages  of  vessels  that  passed  through  the  Suez  Canal,  1891-1893  and  1903-1912 86 

IX.  Displacement,  and  gross  and  net  tonnage,  British  and  Suez  measurements,  of  five  British  warships  .  ..  100 

X.  Normal  displacement,  and  gross  and  net  tonnage,  Suez  measurement,  of  different  types  of  American 

warships 101 

XI.  Range  of  block  coefficients  of  selected  representatives  of  different  types  of  American  naval  vessels. . . .       103 
XII.  Treatment  (in  1913)  of  superstructures  and  shelter  deck  spaces  under  the  measurement  rules  of  Great 

Britain,  the  Suez  Canal  Co.,  Germany,  and  the  United  States 182 

XIII.  Nations  that  have  adopted  the  Moorsom  ton  and  the  Moorsom  measurement  system 189 

APPENDICES. 

I.  American  laws  concerning  the  measurement  of  vessel- 247 

II.  Rules  and  regulations  of  the  United  States  concerning  the  measurement  of  vessels 255 

III.  British  laws  concerning  the  measurement  of  vessels 269 

IV.  British  Board  of  Trade  instructions  relating  to  the  measurement  of  ships 281 

V.  The  ship  measurement  ordinance  of  Germany 311 

VI.  Ship  measurement  instructions  issued  by  the  German  Government  March  26, 1895 329 

VII.  Technical  directions  issued  December,  1908,  by  the  German  Government  to  the  ship-measurement 

boards  concerning  the  execution  of  the  ship-measurement  ordinance  of  March  1,  1895 347 

VIII.  Comparative  analysis  of  the  French,  British,  and  German  ship-measurement  rules 355 

IX.  Comparative  analysis  of  the  provisions  of  the  tonnage  certificates  issued  to  vessels  in  France,  England, 

and  Germany 375 

X.  Report  of  the  International  Tonnage  Commission,  signed  at  Constantinople  December  18,  1873 383 

XI.  History  of  the  measurement  of  tonnage  of  vessels  using  the  Suez  Canal 391 

XII.  Suez  Canal  Co. 's  rules  for  the  measurement  of  vessels 405 


MEASUREMENT    OF    VESSELS    FOR    PANAMA    CANAL.  VTI 

Page. 

XIII.  Memorandum  by  the  Universal  Maritime  Canal  Co.  of  Suez  on  the  application  of  the^ rules  of  1904  rela- 

tive to  the  measurement  of  superstructures,  Paris,  1909 413 

XIV.  British  Board  of  Trade  instructions  to  surveryors  concerning  the  measurement  of  vessels  for  the  issue  of 

Suez  Canal  certificates 419 

XV.  Instructions  of  the  German  Government  for  the  application  of  the  Suez  rules  to  the  measurement  of 

vessels 427 

XVI.  Comparative  analysis  of  the  provisions  applying  the  Suez  rules  for  the  measurement  of  vessels  by  French, 

English,  and  German  surveyors 433 

XVII.  Instructions  and  regulations  relating  to  the  measurement  of  ships  of  the  United  States  Navy  for  ton- 
nage certificates  used  in  navigation  of  the  Suez  Maritime  Canal 445 

XVIII.  Report  of  the  British  Royal  Commission  on  Tonnage,  1881 475 

XIX.  Law,  rules,  and  regulations  for  the  government  of  St.  Marys  Falls  Canal 493 

XX.  Regulations  prescribed  by  the  Secretary  of  War  for  the  use,  administration,  and  navigation  of  the  Louis- 
ville &  Portland  Canal 499 

XXI.  Operating  regulations  and  navigation  charges  of  the  Suez  Maritime  Canal,  January,  1913 503 

XXII.  Traffic  regulations  and  code  of  signals  of  the  Kaiser  Wilhelm  Canal 515 

XXIII.  Regulations  and  by-laws  and  notices  to  mariners  and  pilots  governing  the  use  of  the  Manchester  Canal. .  533 

XXIV.  General  regulations  governing  the  use  of  rivers  and  canals  in  the  Netherlands 555 

XXV.  Special  regulations  relating  to  the  North  Sea  (Amsterdam  Canal) . .'. 569 

Index 579 


.: 


■ 


PART  I. 


TONNAGE  AND  MEASUREMENT  RULES. 


_ 


L 


CHAPTER  I. 


INTRODUCTION— SCOPE  OF  THE  REPORT. 

.3 


4 


CHAPTER  I. 


INTRODUCTION     SCOPE  OF  THE  REPORT. 

By  proclamation,  issued  November  13,  1912,  the  President  of  the  United  States,  acting 
upon  the  authority  given  him  by  the  act  of  Congress  approved  August  24,  1912,  prescribed  the 
following  schedule  of  tolls  to  be  paid  by  vessels  using  the  Panama  Canal: 

1.  On  merchant  vessels  carrying  passengers  or  cargo  one  dollar  and  twenty  cents  ($1.20) 
per  net  vessel  ton — each  one  hundred  (100)  cubic  feet — of  actual  earning  capacity. 

2.  On  vessels  in  ballast,  without  passengers  or  cargo,  forty  (40)  per  cent  less  than  the  rate 
of  tolls  for  vessels  with  passengers  or  cargo. 

3.  Upon  naval  vessels,  other  than  transports,  colliers,  hospital  ships,  and  supply  ships, 
fifty  (50)  cents  per  displacement  ton. 

4.  Upon  Army  and  Navy  transports,  colliers,  hospital  ships,  and  supply  ships  one  dollar 
and  twenty  cents  (SI. 20)  per  net  ton,  the  vessels  to  be  measured  by  the  same  rules  as  are 
employed  in  determining  the  net  tonnage  of  merchant  vessels. 

By  the  act  of  August  24,  1912,  Congress  provided  that — 

Tolls  may  be  based  upon  gross  or  net  registered  tonnage,  displacement  tonnage,  or  otherwise,  and  may  be  based 
on  one  form  of  tonnage  for  warships  and  another  for  ships  of  commerce.  The  rate  of  tolls  may  be  lower  upon  vessels 
in  ballast  than  upon  vessels  carrying  passengers  or  cargo.  When  based  upon  net  registered  tonnage  for  ships  of  com- 
merce the  tolls  shall  not  exceed  $1.25  per  net  registered  ton,  nor  be  less,  other  than  for  vessels  of  the  United  States 
and  its  citizens,  than  the  estimated  proportionate  cost  of  the  actual  maintenance  and  operation  of  the  canal,  subject, 
however,  to  the  provisions  of  article  nineteen  of  the  convention  between  the  United  States  and  the  Republic  of 
Panama,  entered  into  November  eighteenth,  nineteen  hundred  and  three.  If  the  tolls  shall  not  be  based  upon  net 
registered  tonnage  they  shall  not  exceed  the  equivalent  of  $1.25  per  net  registered  ton  as  nearly  as  the  same  may  be 
determined,  nor  be  less  than  the  equivalent  of  75  cents  per  net  registered  ton.  The  toll  for  each  passenger  shall  not 
be  more  than  $1.50.  The  President  is  authorized  to  make,  and  from  time  to  time  amend,  regulations  governing  the 
operation  of  the  Panama  Canal,  and  the  passage  and  control  of  vessels  through  the  same  or  any  part  thereof,  includ- 
ing the  locks  and  approaches  thereto,  and  all  rules  and  regulations  affecting  pilots  and  pilotage  in  the  canal  or  the 
approaches  thereto  through  the  adjacent  waters. 

In  his  proclamation  of  November  13,  1912,  the  President  directed  the  Secretary  of  War 
to  "prepare  and  prescribe  such  rules  for  the  measurement  of  vessels  and  such  regulations  as 
may  be  necessary  to  carry  this  proclamation  into  full  force  and  effect." 

The  primary  purpose  of  this  report  is  to  present  the  facts  to  be  considered  in  formulating 
rules  for  the  measurement  of  vessels  and  to  recommend  a  set  of  rules  to  be  followed  in  deter- 
mining the  tonnage  upon  which  vessels  using  the  Panama  Canal  shall  pay  tolls.  The  report 
includes  a  code  of  Panama  measurement  rules  and  a  form  of  certificate  to  be  issued  to  vessels 
measured  for  Panama  Canal  tonnage.  The  report  is  intended  to  explain  the  rules  fully  and  to 
afford  a  guide  to  those  whose  duty  it  shall  be  to  apply  and  interpret  the  rules.  It  is  expected 
that  the  report  will  be  consulted  by  the  officials,  American  and  foreign,  who  measure  vessels 
and  issue  Panama  tonnage  certificates,  by  the  administrative  officials  who  pass  upon  those 
certificates  when  presented  at  the  Panama  Canal,  and  by  those  judges  who  may  have  to  decide 
cases  involving  the  interpretation  that  Panama  Canal  officials  have  given  the  rules.  To  carry 
out  this  purpose  more  effectively,  an  effort  has  been  made  so  to  write  the  report  that  it  may 
readily  be  understood  by  those  who  do  not  have  a  technical  knowledge  of  tonnage  questions. 

Rules  for  the  measurement  of  vessels  must,  if  possible,  be  so  framed  as  to  be  readily  and 
accurately  applicable  to  the  vessels  that  are  to  be  measured.     The  rules  must  fit  the  ships,  and 

5 


6  MEASUREMENT   OF  VESSELS  EOE  PANAMA  CANAL. 

ocean  vessels  of  to-day  are  complicated  structures  of  many  types  and  designs.  It  thus  seemed 
clear  that  this  report  upon  the  measurement  of  vessels  ought  to  begin,  as  it  does,  with  a  brief 
illustrative  description  of  the  main  types  of  ships  whose  tonnage  will  be  determined  by  the 
rules  to  be  formulated. 

The  words  "ton"  and  "tonnage"  have  so  many  meanings  that  it  is  difficult,  even  for  the 
technical  man,  to  use  the  terms  with  strict  accuracy.  It  is  necessary,  first  of  all,  in  framing 
rules  for  the  determination  of  the  tonnage  upon  which  Panama  Canal  charges  shall  be  imposed, 
to  decide  which  kind  of  ton  shall  be  made  the  basis  or  unit  of  the  charges.  The  report  in  Part  I 
explains  the  different  kinds  of  tons  and  analyzes  the  provisions  of  the  rules  by  which  the  United 
States,  Great  Britain,  Germany,  and  the  Suez  Canal  Co.  determine  the  gross  and  net  tonnage 
of  vessels.  This  survey  and  analysis  of  the  vessel-measurement  rules  of  three  important  com- 
merical  countries  and  of  the  company  operating  the  interoceanic  waterway  most  comparable 
with  the  Panama  Canal  brings  out  the  merits  and  defects  of  existing  tonnage  rules  and  makes 
clear  what  should  be  the  main  provisions  of  the  Panama  measurement  code.  Subsequent 
chapters  of  the  report  discuss  the  principles  that  should- control  in  framing  rules  to  determine 
the  tonnage  upon  which  vessel  charges  should  be  imposed.  The  report,  as  a  whole,  may  thus 
be  regarded  as  a  treatise  on  tonnage  and  vessel  measurement  prepared  with  reference  to  fram- 
ing rules  to  apply  in  determining  the  tonnage  upon  which  Panama  Canal  charges  shall  be 
imposed. 

The  question  is  often 'asked  why  charges  for  the  use  of  ocean-ship  canals,  such  as  the 
Suez,  Kiel,  and  Panama  Canals,  are  imposed  upon  the  tonnage  of  vessels  instead  of  upon 
the  tonnage  of  the  cargo  carried  by  the  vessels.  The  report  seeks  to  explain  why  the  capacity 
of  merchant  vessels  for  the  accommodation  of  passengers  and  the  stowage  of  cargo,  rather 
than  the  cargo  and  passengers  carried,  is  the  more  equitable  and  more  practicable  basis  of 
canal  charges;  and  the  report  also  states  the  reasons  why  warships  should  pay  tolls  upon 
their  weight  or  displacement  tonnage,  and  not  upon  the  kind  of  tonnage  that  is  made  the 
basis  of  charges  upon  vessels  of  commerce. 

The  President's  proclamation  fixing  Panama  Canal  tolls  makes  displacement  tonnage 
the  basis  of  the  charges  upon  warships,  while  the  dues  payable  by  vessels  of  commerce  are  to 
be  imposed  upon  the  earning  capacity  of  ships.  The  Suez  Canal  Co.  does  not  make  this  distinc- 
tion between  warships  and  merchant  vessels,  but  levies  tolls  upon  the  net  tonnage  of  vessels 
of  war  as  well  as  of  vessels  of  commerce.  The  application  of  the  Suez,  or  other,  measurement 
rides  to  warships  can,  however,  result  only  in  an  artificial  net  or  capacity  tonnage  that 
but  roughly  indicates  the  size  of  different  classes  of  war  vessels.  In  fact,  rules  for  the  deter- 
mination of  the  gross  and  net  tonnage  of  merchant  vessels  are  not  applicable  to  warships. 
Warships  are  fighting  machines  that  have  no  earning  capacity  and  can  have  no  real  net  ton- 
nage. The  size  of  vessels  of  war  is  more  accurately  indicated  by  their  weight,  or  dis- 
placement, than  by  the  capacity  of  their  inclosed  spaces.  It  may  be  otherwise  with  vessels 
that  serve  armed  ships.  Army  and  Navy  transports,  colliers,  supply  ships,  and  hospital 
ships  are  structurally  similar  to  merchant  vessels,  and  may,  without  much  difficulty,  be 
measured  by  rules  applicable  to  passenger  and  freight  carriers.  Such  auxiliary  vessels  of 
war  may  be  readily  and  equitably  charged  tolls  upon  their  net  capacity  or  net  tonnage, 
but  charges  upon  fighting  ships  ought,  for  reasons  that  are  set  forth  in  the  report,  to  be  levied 
upon  their  displacement  tonnage. 

The  charges  required  of  a  vessel  of  commerce  for  the  use  of  the  Panama  Canal  might  theo- 
retically be  either  upon  the  tonnage  of  the  ship  or  upon  the  tons  of  cargo  in  the  vessel;  and, 
in  either  case,  there  might  also  be  a  toll  charged  upon  each  passenger  carried.  If  the  tolls 
were  imposed  upon  the  cargo,  the  charge  might  be  upon  the  tons  of  the  commodities  in  the 
ship  without  regard  to  differences  in  the  kinds  and  values  of  the  articles  carried,  or  the  tolls 
upon  the  cargo  might,  like  railroad  rates,  be  made  to  vary  with  commodities  or  with  classes 
of  articles.     As  a  matter  of  fact,  tolls  upon  cargo  or  upon  commodities  and  classes  of  articles 


MEASUREMENT   OF  VESSELS  FOR   PANAMA   CANAL.  7 

are  administratively  impracticable.  Fortunately,  it  is  not  necessary  to  make  cargo  the  basis 
of  canal  tolls  in  order  to  realize  equity  in  canal  charges. 

If  the  canal  tolls  and  other  charges  payable  by  merchant  vessels  are  levied  upon  the  ship 
and  not  upon  the  cargo  carried,  the  charges  may  be  either  upon  the  weight  of  the  ship  or  upon 
the  size,  or  closed-in  capacity,  of  the  vessel.  If  the  charges  are  placed  upon  the  weight  of 
the  vessel — the  displacement  tonnage — the  weight  taken  as  the  basis  of  the  tolls  would  be 
the  weight  of  the  ship  and  its  load. 

Tolls  might  also  be  levied  upon  the  difference  between  the  weight  of  vessels  when  loaded 
and  when  "light."  In  the  latter  case,  the  tolls  woidd  be  levied  upon  the  vessel's  carrying 
ability  or  its  "dead-weight  capacity." 

If  the  canal  charges  are  made  such  as  to  tax  vessels  of  commerce  according  to  their  size 
or  closed-in  capacity,  the  charges  may  be  upon  the  entire  capacity  of  the  vessel  or  upon  only 
the  closed-in  space  available  for  the  stowage  of  cargo  and  stores  and  for  the  accommodation  of 
passengers.  The  entire  closed-in  capacity  of  a  ship,  hi  units  of  100  cubic  feet,  is  its  gross  ton- 
nage. The  capacity  of  a  vessel,  in  units  of  100  cubit  feet,  for  the  transportation  of  cargo, 
and  passengers  is  the  vessel's  net  tonnage. 

In  the  report  made  in  1912  upon  "Panama  Canal  Traffic  and  Tolls,"  the  possible  bases 
upon  which  the  charges  for  the  use  of  the  Panama  Canal  might  be  imposed  were  necessarily  con- 
sidered in  a  preliminary  way;  and  it  was  recommended  that  the  tolls  payable  by  merchant 
vessels  should  be  imposed  upon  their  earning  capacity,  and  that  charges  upon  warships  should 
be  levied  upon  their  displacement.  The  reasons  for  those  conclusions  are  presented  at  length 
hi  the  following  report;  and  the  rules  for  the  measurement  of  vessels,  other  than  warships,  have 
been  so  drafted  that  the  net  tonnage  of  vessels,  as  determined  by  the  rules,  will  be  as  exact  an 
expression  as  it  is  practicable  to  obtain  of  the  capacity  of  vessels — which  are  of  many  types  and 
designs — for  the  stowage  of  cargo  and  for  the  accommodation  of  passengers. 

It  was  necessary  to  have  a  special  set  of  rides  for  the  measurement  of  vessels  of  commerce 
to  determine  the  tonnage  upon  which  Panama  Canal  tolls  shall  be  paid.  The  adoption  of  the 
rides  followed  by  the  United  States  hi  measuring  vessels  for  registry  was  inadvisable;  and  none 
of  the  national  vessel  measurement  rides  of  foreign  countries  would  have  met  the  requirements. 
The  Suez  Canal  Co.'s  tonnage  rules,  having  been  formulated  by  an  international  tonnage  com- 
mission with  a  view  to  establishing  an  equitable  basis  upon  which  to  impose  the  charges  for  the 
use  of  a  great  interoceanic  waterway,  are  more  nearly  like  the  rides  required  for  the  Panama 
Canal  than  is  any  one  of  the  national  measurement  codes;  but  the  Suez  rules,  drafted  40  years 
ago,  contain  some  provisions  that  ought  not  to  be  included  hi  the  Panama  rides.  The  detaded 
analysis,  hi  this  report,  of  the  measurements  rules  of  the  United  States,  Great  Britain,  Germany, 
and  the  Suez  Canal  Co.  makes  clear  why  special  Panama  measurement  rides  are  necessary. 
The  main  reasons  why  it  is  not  advisable  to  adopt  for  the  Panama  Canal  one  of  the  existing 
measurement  codes  may  be  briefly  summarized: 

None  of  the  national  measurement  rules,  neither  those  of  the  United  States  nor  those  of 
foreign  countries,  is  framed  with  a  view  to  making  registered  tonnage  an  accurate  expression 
of  the  earning  capacity  of  vessels.  If  any  one  of  these  sets  of  rides  were  adopted  to  determine 
the  tonnage  upon  which  Panama  Canal  charges  shall  be  paid,  the  charges  would  not  be  relatively 
fair  as  among  different  types  of  ships,  tolls  would  not  be  imposed  as  closely  as  is  desirable  in 
accordance  with  the  ability  of  vessels  to  pay  the  charges,  and  the  Government  might  be  deprived 
of  a  portion  of  the  revenues  which  it  would  be  justly  entitled  to  receive  for  the  service  of  passing 
ships  through  the  canal. 

Still  less  would  it  be  possible  to  accept  as  the  tonnage  upon  which  Panama  Canal  charges 
shall  be  paid  the  tonnage  of  vessels  as  stated  in  their  respective  national  certificates  of  registry. 
The  measurement  rules  hi  force  in  the  several  commercial  countries  differ  in  important  par- 
ticulars both  as  regards  the  spaces  included  in  gross  tonnage  and  as  regards  the  deductions 
made  therefrom  in  determining  the  net  tonnage  upon  which  shipping  charges  are  imposed. 


8  MEASUREMENT  OF  VESSELS   FOR  PANAMA  CANAL. 

There  is,  as  the  report  shows,  a  surprising  variation  hi  gross  tonnage  given  the  same  vessel 
when  measured  by  different  rules,  and  there  is  even  greater  dissimilarity  in  the  net  tonnage  of 
vessels  as  determined  by  different  measurement  rules.  In  some  countries  the  net  tonnage  of 
vessels  composing  the  merchant  marine  averages  only  61  per  cent  of  the  gross  tonnage,  while  in 
other  countries  the  average  is  over  70  per  cent;  or,  stated  differently,  some  countries  in  cal- 
culating net  toimage  deduct  39  per  cent  and  other  countries  less  than  30  per  cent  of  the  space 
included  in  gross  tonnage.  Each  country,  some  more  zealously  than  others,  seeks,  by  means 
of  its  laws  and  regulations  concerning  gross  and  net  tonnage,  to  lighten  the  burdens  to  be  borne 
by  the  vessels  under  its  flag  as  compared  with  the  shipping  under  other  ensigns.  In  framing 
rules  for  the  measurement  of  vessels  for  national  registry,  commercial  countries  do  not  seek  to 
make  net  tonnage  what  it  should  be  made  by  the  Panama  rules — the  closest  practicable  approxi- 
mation of  the  earning  capacity  of  vessels  of  different  types. 

If  it  were  advisable  to  adopt  for  the  determination  of  Panama  Canal  tonnage  one  of  the 
measurement  codes  now  in  force,  the  British  rules  should  receive  consideration,  for  the  reason 
that  nearly  half  of  all  the  ships  on  the  high  seas  are  of  British  registry  and  thus  carry  British 
tonnage  certificates.  The  British  rules,  however,  make  both  the  gross  and  net  tonnage  of 
most  vessels  especially  low  and  do  not  apply  with  equal  fairness  to  ships  of  different  types.  If 
the  British  rules  were  correct  in  basic  principles  and  hi  their  mahi  provisions,  it  might  be  well 
to  make  them  the  Panama  rules,  provided  Great  Britain  would  agree  not  to  change  her  meas- 
urement rules  except  upon  joint  action  taken  by  Great  Britain  and  the  United  States  to  amend 
simultaneously  the  common  British  and  Panama  rules.  Possibly  neither  country  would  favor 
such  an  arrangement.  Indeed  there  seems  more  prospect  of  the  ultimate  unification  of  tonnage 
and  measurement  rules  by  harmonizing  the  Suez  and  Panama  codes  and  making  them  the 
basis  of  international  tonnage  uniformity. 

The  Suez  measurement  rules  are  based  upon  correct  general  principles — that  gross  tonnage 
should  include  and  express  the  total  capacity  of  vessels,  and  net  tonnage  the  capacity  available 
for  passengers  and  cargo — but  in  various  provisions  of  the  rules  these  principles  are  not  closely 
followed.  As  is  explained  in  this  report  the  Suez  rules  are  not  logical  in  their  treatment  of 
double-bottom  spaces  and  of  ballast  tanks;  nor  arc  the  provisions  satisfactory  regarding  the 
measurement  and  exemption  of  spaces  hi  superstructures.  The  most  serious  objection  to  the 
Suez  rules  is  that  the  deductions  from  gross  toimage  allowable  for  crew  and  navigation  spaces — 
all  deductions  other  than  for  propelling  machinery  and  fuel — are  limited  to  5  per  cent  of  the 
gross  tonnage.  Such  a  limitation  may  have  been  justifiable  in  1873  when  the  Suez  rules  were 
framed  by  the  International  Tonnage  Commission,  but  any  such  restriction  upon  crew  and 
navigation  spaces  would  be  indefensible  in  rules  drafted  at  the  present  time. 

In  formulating  measurement  rules  to  carry  out  the  general  principles  that  gross  tonnage 
should  be  the  equivalent  of  the  entire  closed-hi  capacity,  and  net  toimage  of  the  earning  capacity, 
of  vessels,  there  were,  hi  addition  to  many  questions  of  lesser  importance,  two  large  problems 
requiring  careful  solution.  These  were  (1)  the  treatment  to  be  accorded  spaces  above  what  is 
usually  called  the  upper  deck  of  vessels,  and  (2)  the  deductions  to  be  allowed  for  propelling 
machinery  and  fuel.  Upon  the  provisions  concerning  the  measurement  or  exemption  of  the 
spaces  between  the  "upper''  deck  and  the  deck  above — usually  called  the  "shelter"  deck — 
and  of  the  spaces  within  the  superstructures  (the  poop,  forecastle,  bridge,  etc.)  depends,  most 
of  all,  the  correctness  of  the  gross  tonnage  accorded  vessels;  while  the  rule  followed  hi  making 
deductions  for  propelling  machinery  and  fuel  does  most  to  determine  the  accuracy  of  net  tomiage 
as  an  expression  of  the  earning  capacity  of  vessels. 

Gross  tonnage,  as  determined  by  the  measurement  rules  of  Great  Britain  and  of  Germany 
and  such  other  countries  as  have  gross  tonnage  rules  like  the  British,  is,  for  most  freight  vessels 
of  recent  construction,  less  than  the  tonnage  according  to  the  rules  of  the  Suez  Canal  Co.  or 
the  rules  followed  by  the  United  States  in  measuring  ships  for  registry.  The  same  vessel  may 
have  as  much  as  20  per  cent  less  gross  tomiage  when  measured  by  the  British  or  German  rules 


MEASUREMENT  OF  VESSELS  FOE  PANAMA  CANAL.  9 

than  when*  measured  in  accordance  with  the  Suez  or  American  rules.  While  this  is  an  extreme 
variation,  vessels  often  vary  as  much  as  10  per  cent  in  gross  tonnage  when  measured  by  differ- 
ent rules. 

This  is  due  partly  to  the  fact  that  the  rules  of  the  Suez  Canal  Co.  and  of  the  United  States 
measure  certain  superstructure  spaces  which  the  British  and  German  rules  exempt  from  measure- 
ment, but  the  variations  in  gross  tonnage  result  mainly  from  the  exemption  by  the  British 
and  German  rules,  and  the  measurement  under  the  Suez  and  American  rules,  of  the  spaces 
between  the  uppermost  full-length  deck — which  is  called  the  "shelter"  deck — and  the  deck 
next  below,  which  is  usually  called  the  "upper"  deck.  Under  a  decision  rendered  in  1875  by 
the  House  of  Lords,  British  admeasurers  must  exempt  from  measurement  and  gross  tonnage 
the  between-deck  space  under  the  "shelter"  deck  when  that  deck  has  a  "tonnage  opening," 
and  when  the  bulkheads  subdividing  the  between-deck  space  has  the  openings  stipulated  in  the 
Board  of  Trade  regulations.  The  "tonnage  opening"  by  which  exemption  from  measurement 
is  secured  for  the  large  between-deck  space  is  in  reality  a  technical  opening  which  can  be  so 
covered  when  the  vessel  is  at  sea  as  to  protect  the  space  under  the  "shelter"  deck  from  the 
weather  and  the  sea.  Dry  cargo  can  be,  and  is,  carried  in  the  between-deck  space  under  the 
"shelter"  deck.  The  Suez  rales,  and  usually  the  American  rules,  include  the  space  within  gross 
tonnage.  The  Panama  rules  follow  the  Suez  regulations  in  considering  as  closed-in,  and  thus 
to  be  included  in  gross  tonnage,  the  space  under  so-called  shelter  decks.  A  history  and  criti- 
cism of  existing  rules  concerning  the  measurement  and  exemption  of  spaces  in  superstructures 
and  under  "shelter"  decks  is  presented  in  Chapter  XI  of  the  report. 

The  larger  part  of  the  deduction  made  from  gross  tonnage  to  ascertain  net  tonnage  is  for 
the  spaces  occupied  by  propelling  machinery  and  fuel.  Under  the  Suez  rules,  deductions  other 
than  for  power  and  fuel  may  amount  to  only  5  per  cent  of  the  gross  tonnage.  There  are  three 
rules  or  methods  by  which  the  space  to  be  deducted  for  propelling  machinery  and  fuel  is  deter- 
mined. 

One  method  is  to  measure  the  space  actually  occupied  by  the  engine  and  boiler  rooms 
(including  designated  portions  of  the  spaces  framed  in  around  the  funnels  and  for  the  admis- 
sion of  light  and  air  to  those  rooms),  by  the  shaft  trunks  or  tunnels  (hi  the  case  of  screw-propelled 
vessels),  and  by  the  fixed  bunkers  or  compartments  set  aside  for  fuel.  This  method  is  not 
readdy  applicable  to  vessels  that  have  coal  bunkers  with  movable  partitions. 

Another  method  of  making  propelling-power  deduction  is  to  allow  for  the  space  occupied 
by  machinery  and  fuel  a  fixed  percentage  of  the  entire  space  included  in  gross  tonnage.  For 
most  vessels— i.  e.,  for  vessels  having  screw  propellers  and  having  propelling-machinery  spaces 
comprising  more  than  13  and  less  than  20  per  cent  of  the  space  included  in  gross  tonnage — the 
British  rules  allow  a  deduction  for  propelling  power  and  for  fuel  of  32  per  cent  of  the  gross 
tonnage.  The  adherence  of  Great  Britain  to  this  percentage  rule  has  caused  most  other  coun- 
tries to  adopt  the  rule. 

A  third  method  of  determining  the  space  to  be  deducted  for  propelling  machinery  and  fuel 
is  to  assume  a  percentage  relationship  between  machinery  and  fuel  spaces  and  to  deduct  for 
power  and  fuel  the  space  occupied  by  propelling  machinery  increased  by  a  fixed  percentage. 
This  is  the  method  followed  in  the  "Danube  rule,"  which  calls  for  the  measurement  of  the  spaces 
occupied  by  the  engine  and  boiler  rooms,  including  designated  portions  of  the  framed-in  light- 
and-air  and  funnel  spaces,  and,  in  the  case  of  screw-propelled  vessels,  of  the  shaft  trunk  or 
trunks.  To  the  volume  of  the  machinery  spaces  thus  measured,  there  is  added,  to  allow  for 
fuel,  75  per  cent  for  vessels  with  screws  and  50  per  cent  for  ships  with  paddle  wheels.  This 
method  of  making  propelling-power  deductions  is  equally  applicable  to  vessels  with  or  without 
fixed  fuel  compartments.  The  measurement  rules  of  the  European  Commission  of  the  Danube 
and  those  of  the  Suez  Canal  Co.  follow  the  Danube  rule  in  making  propelling-power  deductions; 
and  give  vessel  owners  the  alternative,  in  the  case  of  vessels  having  fixed  fuel  compartments, 
of  having  the  spaces  deducted  that  are  actually  occupied  by  or  set  aside  for  fuel  bunkers  or  tanks 
and  by  propelling  machinery. 
61861°— 13 2 


10  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

The  major  share  of  ocean  vessels  consists  of  freight  steamers,  and  most  freight  vessels  are 
so  constructed  that  the  engine  and  boiler  rooms  (including  shaft  trunks  and  air  and  funnel 
spaces)  occupy  spaces  equal  to  slightly  more  than  13  per  cent  of  the  space  included  in  gross 
tonnage.  If  the  propelling  machinery  spaces  in  a  freight  steamer  occupied  13.2  per  cent  of  the 
gross  tonnage,  the  deduction  for  machinery  and  fuel  under  the  Danube  rule  would  be  23.1 
(13.2x1.75)  per  cent  and  under  the  British  percentage  rule  32  per  cent.  In  the  case  of  an 
average-sized  modern  freight  steamer  of  6,000  tons  gross  tonnage,  the  propelling  power  deduc- 
tion under  the  percentage  rule  would,  if  the  engine  room  occupied  13.2  per  cent  of  the  space 
included  in  gross  tonnage,  be  534  tons  more  than  under  the  Danube  rule. 

The  deductions  allowed  for  fuel  spaces  by  the  Danube  rule  are  liberal,  experience  showing 
that  vessel  owners  seldom  prefer  to  have  deductions  made  by  the  actual  measurement  of  fuel 
spaces.  The  Panama  rules,  for  reasons  given  in  detail  in  this  report,  have  adopted  with  slight 
modification  the  rule  for  propelling  power  deductions  contained  in  the  measurement  codes  of 
the  European  Commission  of  the  Danube  and  of  the  Suez  Canal  Co. — i.  e.,  the  Danube  rule 
with  the  alternative  of  the  actual  measurement  of  spaces  occupied  by  fixed  bunkers  or  fuel 
tanks.  Chapter  IX  of  the  report  contains  a  history  and  criticism  of  rules  concerning  deductions 
for  propelling  power. 

During  recent  years  numerous  ocean  vessels  have  been  equipped  with  internal-combustion 
engines.  Such  engines  are  of  different  kinds,  some  of  which  occupy  less  space  than  is  required 
by  steam  engines  of  like  power,  while  all  types  of  internal-combustion  engines  consume  less 
fuel  than  do  steam  engines  of  equal  power.  It  was  necessary  to  decide  whether  the  same 
rule  as  to  propelling  power  deduction  should  be  applied  to  vessels  having  internal-combustion 
engines  as  to  vessels  equipped  with  steam  machinery.  The  question  is  discussed  with  some 
detail  in  Chapter  X  upon  propelling  power  deductions  for  vessels  equipped  with  oil  and  gas 
engines.  It  was  decided  that  the  development  of  marine  internal-combustion  engines  had 
not  yet  proceeded  far  enough  to  warrant  the  application  to  vessels  equipped  with  such  engines 
of  a  special  rule,  for  propelling  power  deduction,  different  from  the  rule  applied  to  other  vessels. 

Vessels  will  be  measured  for  Panama  tonnage  certificates,  not  only  by  American  admeas- 
urers  at  the  several  ports  of  the  United  States  but  also,  and  much  more  largely,  by  foreign 
admeasurers  at  foreign  ports.  In  order  to  insure  the  fair  treatment  of  all  vessels  and  to  protect 
the  Panama  Canal  revenues  against  losses,  it  is  important  that  admeasurers  the  world  over 
shall  give  the  Panama  rules  the  same  interpretation.  To  assist  in  bringing  this  about,  the 
measurement  rules  have  been  made  as  definite  and  specific  as  possible,  and  the  final  chapter  of 
the  report  is  devoted  to  a  brief  explanation  of  the  main  features  of  the  rules. 

The  Suez  Canal  Co.  and  the  governments  whose  officials  measure  vessels  for  Suez  tonnage 
certificates  have  found  it  advisable  to  issue  special  directions  for  the  guidance  of  admeasurers. 
In  the  documents  appended  to  this  report  will  be  found  the  instructions  of  the  British  Board 
of  Trade  to  surveyors  who  measure  vessels  for  Suez  Canal  tonnage;  also  the  instructions  of  the 
German  Government  for  the  application  of  the  Suez  rules;  and  the  memorandum  of  the  Suez 
Canal  Co.  on  the  application  of  the  rules  of  1904  relative  to  the  measurement  of  superstructures. 

It  is  hoped  that  it  may  not  be  necessary  either  for  the  Panama  Canal  administration  or 
for  the  vessel  measurement  authorities  of  foreign  countries  to  issue  special  instructions  for  the 
guidance  of  admeasurers  in  applying  the  Panama  rules  and  in  issuing  Panama  tonnage  certifi- 
cates. Should,  however,  experience  in  the  application  of  the  rules  show  the  necessity  for 
special  instructions  for  the  guidance  of  admeasurers,  the  discussion  of  the  rules  contained  in 
the  report  should  make  the  preparation  of  such  instructions  comparatively  easy. 

It  has  long  been  realized  that  the  international  unification  of  vessel  measurement  rules 
would  be  of  advantage  to  commerce  and  shipping.  Uniformity  in  rules  and  in  measurement 
practice  would  give  a  common  meaning  to  tonnage  as  stated  in  the  certificates  of  vessels  under 
all  flags,  and  the  owners  of  vessels  would  not  be  burdened  with  the  expense  and  possible  delays 
connected  with  any  measurement  subsequent  to  that  necessarily  given  ships  at  the  time  of 
their  registry  by  the  country  whose  flag  they  carry.     Each  vessel's  tonnage  as  stated  in  its 


MEASUREMENT   OF   VESSELS   FOR    PANAMA   CANAL.  11 

certificate  of  registry  could  be  accepted  at  all  canals  in  collecting  tolls  and  at  all  ports  as  a 
basis  for  tonnage  taxes,  towage,  dockage,  and  other  port  charges. 

Any  ship  using  the  Suez  Canal  must  carry  both  its  national  registry  certificate  and  a 
Suez  tonnage  certificate.  The  use  of  the  Panama  Canal  -will  require  another  certificate.  This 
requirement  is,  however,  of  minor  consequence  as  compared  with  other  results  of  the  lack  of 
international  uniformity  in  measurement  rules.  If  the  tonnage  of  a  vessel  as  stated  in  the 
national  certificate  is  not  accepted  by  the  authorities  of  the  foreign  port  entered  by  the  ship 
and  admeasurerers  make  additions  to  the  vessel's  tonnage,  delays,  bickerings,  and  appeals  by 
the  vessel's  owners  from  decisions  of  the  surveyor  of  the  port  may  result;  while,  if  the  tonnage 
of  registry  is  accepted  without  correction,  the  charges  imposed  upon  shipping  may  be  unfair  as 
between  different  types  of  vessels,  unjust  as  between  the  owners  of  vessels  and  the  owners  of 
docks,  wharves,  and  other  port  facilities,  and  inequitable  as  between  the  different  countries  to 
which  tonnage  or  "light  dues"  are  paid. 

These  disadvantages  are  to  some  extent,  but  only  partly,  overcome  by  agreements  among 
the  leading  commercial  countries  to  accept  at  each  other's  ports  tonnage  figures  as  stated  in 
national  certificates.  When  the  tonnage  of  a  vessel  is  much  less  than  it  would  be  under  the 
laws  of  the  country  of  a  port  the  vessel  may  enter,  it  is  usual  for  the  measurement  authorities 
to  measure,  and  add  to  the  tonnage,  spaces  that  were  exempted  in  measuring  the  vessel  for 
registry.  American  admeasurers,  for  example,  frequently  make  additions  to  the  registered 
tonnage  of  British,  German,  and  French  vessels.  This  is  done  because  our  navigation  laws 
include  in  the  gross  tonnage  of  some  vessels  spaces  in  superstructures  and  under  the  so-called 
"shelter"  deck  that  may  be  exempted  fr,om  measurement  under  the  rules  of  Great  Britain 
and  Germany. 

The  desirability  of  unifying  measurement  rules  was  brought  to  the  attention  of  the  com- 
mercial powers  of  Europe  as  early  as  1861  by  the  European  Commission  of  the  Danube — an 
international  body  that  had  been  given  charge,  in  1856,  of  the  improvement  of  the  navigation 
of  the  mouth  and  lower  course  of  the  Danube  River  and  had  been  given  authority  to  collect 
tolls  to  meet  the  expenses  of  the  improvements.  This  suggestion  of  the  Commission  of  the 
Danube  was  followed  in  1862  by  a  memorandum,  prepared  by  the  British  Board  of  Trade, 
"pointing  out  the  importance  of  the  uniform  system  of  tonnage  measurement."  This  memo- 
randum was  submitted  by  the  British  foreigu  office  to  the  French  Government  and  negotiations 
followed,  which,  however,  did  not  lead  to  any  definite  results  before  1870,  when  the  troublous 
decade  of  the  sixties  culminated  in  the  Franco-Prussian  "War,  which  temporarily  brought  com- 
mercial negotiations  to  an  end. 

It  was  thought  that  the  opening  of  the  Suez  Canal  in  the  latter  part  of  1S69  might  lead  to 
the  international  unification  of  tonnage  rules.  A  commission  appointed  in  1868  by  de  Lesseps 
to  consider  questions  connected  with  the  operation  of  the  Suez  Canal  recommended  that  charges 
for  the  use  of  the  canal  should  be  levied  upon  the  tonnage  stated  in  each  vessel's  official  papers 
(its  net  register  tonnage)  until  uniform  rules  had  been  adopted  by  the  maritime  powers.  The 
international  unification  of  rules  did  not  follow  as  expected.  Moreover,  the  Suez  Canal  Co., 
finding  that  its  revenues  were  inadequate  to  meet  its  capital  charges,  decided  to  collect  tolls 
from  July  1,  1872,  upon  the  gross  instead  of  the  net  tonnage  of  vessels.  The  opposition  which 
this  aroused  on  the  part  of  the  shipping  mterests  and  of  the  commercial  countries  of  Europe 
led  to  the  convening  by  the  Sultan  of  Turkey  of  the  International  Tonnage  Commission,  which 
met  at  Constantinople  in  September,  1873.  The  international  commission,  though  convened 
primarily  to  decide  what  tonnage  should  be  the  basis  of  Suez  tolls  and  what  rate  of  charges  the 
Suez  Canal  Co.  should  impose,  considered,  and  the  following  December  reported  upon,  the 
"question  of  tonnage  generally."  It  drafted  rules  which  it  expected  would  be  adopted  not 
only  by  the  Suez  Canal  Co.  but  also  by  the  maritime  countries  represented  at  Constantinople. 

As  is  explained  in  Chapter  XII  of  this  report,  which  discusses  the  past  efforts  for,  and  the 
future  possibilities  of,  international  uniformity  in  tonnage  and  measurement,  it  is  probable  that 
the  expectation  of  the  International  Tonnage  Commission  of  1873  would  have  been  realized  had 


12  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

not  the  efforts  made  by  the  British  Board  of  Trade  in  1874  and  again  in  1881  to  secure  the  adop- 
tion by  Parliament  of  the  measurement  rules  framed  at  Constantinople  been  defeated  by  the 
opposition  of  the  shipowners  of  Great  Britain,  who  objected  to  the  increase  that  would  be 
made  in  the  net  tonnage  of  vessels — the  tonnage  upon  which  shipping  charges  of  most  kinds 
are  levied. 

The  opening  of  the  Panama  Canal  might  well  be  made  the  occasion  of  another  earnest 
effort  to  secure  the  unification  of  tomiage  rules.  The  Panama  rules  and  those  framed  for  the 
Suez  Canal  Co.  by  the  International  Tonnage  Commission  are  based  upon  sound  principles 
common  to  both  sets  of  rules.  It  would  not  seem  impossible  for  the  leading  commercial  coun- 
tries to  agree  upon  a  single  code  of  measurement  rules  carrying  out  the  principles  that  underly 
the  Panama  and  Suez  rules  and  embodying  the  essential  provisions  common  to  those  two  codes. 
If  that  were  done,  there  ought  to  be  no  great  difficulty  in  harmonizing  the  minor  differences 
in  the  Panama  and  Suez  rules  and  in  making  the  rules  thus  harmonized  the  single  measurement 
code  of  the  world. 


CHAPTER    II. 


TYPES  OF  VESSELS  DISTINGUISHED 
AND  ILLUSTRATED. 


13 


CHAPTER   II. 


TYPES  OF  VESSELS  DISTINGUISHED  AND  ILLUSTRATED. 

Throughout  the  discussion  of  the  measurement  of  vessels  it  is  necessary  to  refer  to  different 
types  of  ships  and  to  the  structural  parts  of  vessels.  Frequent  mention  must  also  be  made  of 
the  many  spaces  into  which  vessels  are  divided.  Inasmuch  as  technical  terms  are  used,  which, 
though  familiar  to  shipbuilders  and  seafaring  men,  are  not  a  part  of  the  vocabulary  of  those 
not  connected  with  ships  and  shipping,  it  will  be  well  to  distinguish  and  illustrate  the  main 
types  of  ocean  vessels  and  designate  and  locate  both  the  mam  structural  parts  and  the  prin- 
cipal spaces  within  such  ships. 

It  is  desirable  that  this  report  and  the  measurement  rules  it  contains  should  be  understood 
bj'  lawmakers  and  courts  as  well  as  by  the  technical  officials  who  may  apply  and  enforce  the 
measurement  rules.  The  rules  may  have  to  be  interpreted  by  the  courts  from  time  to  time 
in  deciding  cases  brought  by  complainants  appealing  from  decisions  of  the  executive  officers 
in  charge  of  the  interpretation  and  enforcement  of  the  rules.  It  is  also  possible  that  vessel 
measurement  may  be  the  subject  of  future  legislation.  Congress  has  authorized  the  President 
to  prescribe  and  to  change  the  Panama  rides,  but  the  rules  by  which  American  vessels  are 
measured  for  registration  and  enrollment  and  by  which  all  ships  entering  the  ports  of  the 
United  States  are,  or  may  be,  measured  for  the  imposition  of  tonnage  taxes  are  established 
by  law.  Moreover,  the  existing  national  rules,  as  will  be  pointed  out  in  the  following  report, 
are  incomplete  in  some  particulars  and  not  sufficiently  specific  in  other  regards.  It  has  seemed 
best  to  run  the  risk  of  seeming  to  some  readers  to  be  unnecessarily  elementary,  and  to  prepare 
this  report  with  a  view  to  making  its  contents  clear  to  the  layman  as  well  as  to  the  engineer 
and  the  nautical  expert. 

An  ocean  vessel's  type  is  indicated  by  the  number  of  its  decks,  by  the  characteristics  of 
its  structures  above  the  main  deck,  by  the  fuel  it  uses,  and  by  the  kind  of  engines  and  the 
number  of  propellers  with  which  it  is  equipped.  There  are  many  variations  in  the  structural 
details  of  vessels,  but  the  main  types  of  ships  may  be  designated  by  reference  to  the  number 
of  their  decks,  the  nature  of  then  decks,  their  above-deck  structures,  their  fuel,  and  their  engines 
and  propellers.  . 

Small  freight  vessels  have  two  decks,  medium-sized  freight  and  passenger  ships  have  three 
decks,  while  large  freight  vessels  and  those  carrying  both  freight  and  passengers  usually  have 
four  full  decks,  above  which  there  may  be  one  or  more  decks  extending  less  than  the 
full  length  of  the  vessel  and  inclosing  successive  tiers  of  superstructures.  In  vessels  having 
more  than  one  deck,  the  main  deck  (which,  in  measurement  rules,  is  also  called  the  tonnage 
deck)  is  the  second  deck  from  the  bottom  of  the  vessel.  When  there  are  three  decks  they 
are  designated  lower,  main  (or  middle),  and  upper  deck.  If  there  are  four  full  decks,  the 
fourth  deck  is  generally  called  the  shelter  deck,  above  which  there  may  be  a  bridge  deck  and 
a  promenade  deck,  or  bridge,  promenade,  and  boats  decks.  The  decks  above  the  shelter  deck 
do  not  extend  the  full  length  of  the  hull.  The  sketches  (Figs.  1,  2,  3,  and  4)  of  half  midship 
sections  of  vessels  name  and  locate  the  several  decks. 

The  strength  of  a  vessel  depends,  first  of  all,  upon  the  weight  and  strength  of  its  transverse 
framing,  consisting  of  the  floors  and  frames  (see  Fig.  3)  to  which  the  plates  inclosing  the  hull 
are  riveted.  The  minimum  size  of  .frames  for  different  types  of  vessels  is  prescribed  by  the 
rules  established  by  Lloyd's  Association  and  similar  organizations  which  classify  vessels  and 

15 


16 


MEASUREMENT   OF   VESSELS   FOR    PANAMA   CANAL. 


give  them  the  rating  upon  which  insurance  rates  depend.  The  transverse  frames  are  placed 
from  24  to  30  inches  apart  and  the  framing  may  be  strengthened  in  various  ways:  (1)  By 
"deep  framing,"  i.  e.,  by  making  the  transverse  frames  deeper  and  stronger;  (2)  by  substituting 
web  frames  or  beams  for  each  sixth  to  tenth  transverse  frame;  and  (3)  by  increasing  the  number 
and  dimensions  of  the  longitudinal  beams  or  stringers  that  give  longitudinal  strength  to  the 
vessel. 

Practically  every  vessel  is  now  constructed  with  a  double  bottom,  the  space  between  the 
inner  and  outer  plating  being  used  to  carry  water  ballast.     Certain  compartments  may  be 


Main  DecA 


Figure  1. — Midship  section,  showing  beams  and  pillars  for  lower  and  main  decks. 

used  to  carry  fresh  water  for  the  boilers,  and  in  the  case  of  ships  with  oil-burning  engines  a 
portion  of  the  tank  space  in  the  double  bottom  may  be  used  to  store  fuel  oil.  The  particular 
use  to  which  the  double-bottom  compartments  are  devoted  is  an  important  consideration  in 
vessel  measurement  and  is  the  subject  of  special  mention  in  all  codes  of  tonnage  rules. 

The  prevailing  method  of  constructing  the  double  bottom  of  vessels  is  illustrated  in  figures 
3  and  11.  It  is  called  the  cellular  double  bottom.  The  floors,  which  are  the  transverse  steel 
plates  extending  from  the  center  longitudinal  girder  (keelson)  to  the  margin  plate  or  longi- 


Fig.  3 


IDSHIP  SECTION  OF  WEB  FRAME  STEAMER  HAVING  CELLULAR  DOUBLE-BOTTOM,  LOWER  DECK  DISPENSED  WITH. 


/  Keel;  Side  bar  keel 

2  Oarboard;  Oarboard  strake. 

3  Center  girder;  Vertical  center  plate; 
Center  through p/ate  keel  and  keelson 

4  Side  girders 

5  Wing  girder;  Margin  plate. 

6  Floors;  Intercostal  floors. 

7  Brackets. 

8  Inner  bottom;  Top  of  double  bottom;  Top  of  tank. 

9  Bracket  frames. ' 

10  Web  frames. 

11  Side  stringers 

12  Diamond  pistes 

13  Hold. pillars,  Hold  stanchions. 
14-  Main  deck  beams. 

15  Main  deck  stringer. 

16  -Main  deck  plating 

17  Main  deck  sheerstrake. 

18  Topside  strake 

19  Upper  deck  sheerstrake 

20  Upper  deck  pillars;  Upper  deck  stanchions. 

21  Upper  deck  beams 

22  Upper  deck. 

23  Bulwark  stay. 

24  Bulwark  plating 

25  Main  rail;  f?o  ugh  tree  rail. 


r.iMU     -is.    it.,  taw  page  it.i 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


17 


tudinal  wing  girder  at  the  upward  bend  of  the  frames,  are  crossed  at  right  angles  by  the  longi- 
tudinal side  girders  that  parallel  the  keelson.  The  floors  may  be  continuous  from  keelson 
to  margin  plate  and  the  side  girders  intercostal  between  the  floors;  or,  as  in  figure  3,  the  longi- 
tudinal girders  may  be  continuous  and  the  floors  may  be  intercostal  between  the  girders. 


Keet 

Figure  2. — Midship  section  of  two<ieck  vessel.    The  second  deck  dispensed  with,  the  vessel  being  given  compensating  strength  by  web  frames 

and  side  stringers. 

Figure  3  is  the  drawing  of  a  half  cross-section  of  a  three-deck  vessel.  The  lower  deck  is 
omitted,  and  compensating  strength  is  given  the  hull  by  introducing  web  frames  for  each 
fifth  frame  and  by  stiffening  the  hull  by  means  of  heavy  longitudinal  side  stringers  placed 


lg  MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL. 

Fig    4      MIDSHIP  SECTION    OF  A  STEAMER  WITH   THREE   DECKS  AND  A 
SHELTER  DECK,  LOWER  DECK  DISPENSED  WITH. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  19 

intercostally  between  the  web  frames.  The  web  frames  extend  only  to  the  main  deck;  and  it 
will  be  noted  that  there  is  a  main-deck  beam  for  each  frame  and  that  the  main-deck  floor  is  of 
steel  plates.  The  upper  deck  construction  is  lighter;  there  are  beams  only  for  each  alternate 
frame  and  the  deck  flooring  is  of  wood.  Instead  of  using  web  frames  to  strengthen  the  hull  of 
vessels  from  which  the  lower  deck  is  omitted,  it  is  now  more  usual  to  employ  "deep  framing," 
i.  e.,  to  use  deeper  frames  all  of  the  same  size. 

Figure  4  is  a  midship  half  section  of  a  vessel  with  three  decks  besides  a  shelter  deck.  The 
lower  deck  is  dispensed  with  to  permit  cargo  to  be  stored  in  the  hold  and  handled  in  and  out 
more  advantageously.  The  strength  of  hull  sacrificed  by  leaving  out  the  lower  deck  beams 
and  floor  is  compensated  for  by  web  framing  and  by  side  stringers.  The  significance  of  the 
term  "shelter  deck"  is  explained  below  in  discussing  three  and  four  decked  vessels. 

D  Forecastle 

Ho°P  Bridge 


Main    Deck^ 
Lower  Deck-S 


Figure  5. — Profile  of  a  two-deck  ship  with  forecastle,  bridge,  and  poop. 

The  early  ocean  steamers  and  some  of  the  small  freight  vessels  now  hi  service  were  con- 
structed with  two  full  decks,  the  lower  and  mam  decks,  above  which  were  placed  the  three  usual 
superstructures — the  forecastle,  bridge,  and  poop.  The  outline  sketch,  figure  5,  indicates 
the  general  design  of  the  two-deck  vessel. 

In  a  two-deck  ship  the  main  deck  may,  as  in  figure  5,  extend  without  a  break  from  stem 
to  stern;  but  the  more  usual  practice  is  to  raise  the  deck  4  or  5  feet  from  abaft  the  bridge  to 
the  stern,  as  is  shown  in  figure  6,  the  raised  portion  of  the  main  deck  being  called  the  quarter- 
deck. In  a  two-deck  general  cargo  steamer  it  is  usual  to  place  the  engine  amidships,  and  the 
mam  purpose  of  the  quarter-deck  is  to  increase  the  capacity  of  the  after  cargo  hold,  which,  on 
account  of'  the  space  occupied  by  the  shaft  tunnel  connecting  the  engine  room  with  the  pro- 
peller, and  on  account,  of  the  finer  lines  of  the  aft  part  of  the  hull  as  compared  with  the  fore 
body  of  the  ship,  has  less  volume  than  the  forward  cargo  hold.     A  vessel  with  a  forward  hold 

Poop  or 

Hood  Forecastle 

d    ■     j  „  Bria'qe 

Raised  Quarter  Deck  , - ,  ,,,  „ 

Well 


Main  DeckS 


Lower  DeckS 


Figure  6. — Profile  of  a  raised  quarter-deck,  well-deck  steamer. 

larger   than  the  aft  hold  would  tend  to  trim    to  the  bow  when  loaded  with  homogeneous 
cargo.     The  quarter-deck  enables  the  vessel  to  be  loaded  to  an  even  keel. 

The  forecastle  and  bridge  being  inclosed  against  the  sea  add  to  the  buoyancy  of  the  vessel, 
and  with  the  early  development  of  the  ocean  freight  steamers  the  bridge  was  extended  and 
brought  nearer  to  the  forecastle.  In  heavy  weather  the  deck  between  the  forecastle  and  bridge 
being  awash,  the  space  was  appropriately  called  the  well  and  the  steamer  with  a  well  was  called 
a  well-deck  ship.  To  increase  the  freeboard  and  reduce  the  shipping  of  water,  the  main  deck 
forward  of  the  bridge  is  sometimes  raised  4  or  5  feet  to  form  a  raised  fore  deck.  Such  vessels  are 
called  "raised  fore  deckers."  These  types  of  ships  are  still  used  to  some  extent  in  the  charter 
freight  service.  Figure  6  indicates  the  general  arrangement  of  a  raised  quarter-deck,  well-deck 
steamer.     If  the  vessel  were  a  raised  fore  decker  the  well  would  be  shallower. 


20  MEASTJKEMENT    OF   VESSELS   FOB  PANAMA   CANAL. 

The  more  detailed  profile  (fig.  7)  of  a  well-deck  steamer,  without  a  quarter-deck,  shows 
the  location  of  the  main  parts  of  the  ship.  The  lower  deck  is  dispensed  with  and  the  hull  is 
given  compensating  strength  by  deep  framing  and,  in  the  engine  and  boiler  rooms,  by  substi- 
tuting "web  frames "  or  beams  for  some  of  the  frames.  The  vessel  has  a  double  bottom  contain- 
ing water  ballast  tanks.  As  is  customary,  the  narrow  parts  of  the  ship  at  the  bow  and  stern 
contain  peak  tanks  that  are  generally  used  to  carry  water  ballast.  The  bridge,  as  is  usual,  is 
built  around  the  casings  inclosing  the  smoke  funnel  and  the  ventilating  spaces  above  the 
engine  and  boilers.  The  poop  and  forecastle  are  closed  in  and  used  for  crew  quarters  and 
freight  stowage.  The  profile  also  shows  such  other  parts  of  steamers  as  the  anchor-chain  locker, 
bulkheads,  hatches,  deck  house,  and  shaft  tunnel,  engine  funnel,  donkey  engine  and  boiler  recess, 
water-ballast  tanks,  steering-gear  house  and  deck  houses,  all  of  which  are  spaces  considered  in 
measurement,  and  must  be  provided  for  in  any  code  of  measurement  rules.  They  are  indicated 
in  figure  7  in  case  of  a  simple  two-deck  "well "-deck  steamer,  in  order  that  the  repeated  use  of 
these  terms  in  succeeding  chapters  dealing  with  measurement  rules  may  not  be  confusing. 

The  typical  ocean  steamer  of  to-day  is  a  three  or  four  decked  vessel,  i.  e.,  a  vessel  with  three 
or  four  full-length  decks.  Until  recently  the  three-deck  vessel  was  the  standard,  and  it  might 
be  a  full  scantling  or  "three-deck"  vessel,  a  spar  deck,  an  awning  deck,  or  a  shelter-deck  vessel. 
In  a  "  three-deck"  vessel  the  frames  are  carried  full  sized  to  the  upper  deck,  which  is  the  strength 
deck  of  the  sliip.  When  the  frames  are  made  somewhat  lighter  between  the  middle  and  upper 
deck  and  the  upper  deck  is  of  lighter  construction,  the  vessel  is  a  spar-deck  ship;  and  if  the  con- 
struction above  the  middle  deck  is  still  lighter,  and  the  middle  deck  is  the  strength  deck,  the 
vessel  is  called  an  awning-deck  ship.  The  space  between  the  awning  and  middle  decks  is  closed 
against  the  sea  and  used  to  carry  light  cargo,  cattle,  or  passengers.  If  there  are  one  or  more  per- 
manent openings  left  in  the  upper  deck,  so  that  in  heavy  weather  the  sea  may  invade  the  space 
between  the  upper  and  middle  decks,  the  upper  deck  is  called  a  shelter  deck — not  an  awning 
deck — and  the  ship  is  named  a  shelter-deck  vessel. 

The  "  three-deck  "  ship  being  stronger  than  a  spar-deck  vessel,  is  allowed  the  smallest  free- 
board, while  the  spar-deck  ship  is  allowed  less  freeboard  than  is  permitted  an  awning-deck 
vessel.  For  carrying  heavy  cargoes  in  rough  seas  the  "  three-deck "  ship  is  preferable,  while  for 
transporting  light  commodities  and  package  freight  and  passengers  the  awning-deck  ship  is 
preferable.  The  desirable  strength  and  weight  of  a  vessel  are  determined  by  the  service  it  has 
to  perform. 

The  use  of  the  term  "  shelter  deck "  in  shipping  literature  and  in  measurement  rules  is 
confusing.  Originally  the  shelter  deck  was  one  erected  above  the  mam  deck  or  the  upper 
deck  to  shelter  cattle  or  other  cargo  that  did  not  need  to  be  carried  in  spaces  from  which  the 
sea  was  completely  excluded  at  all  times.  The  shelter  deck  had  permanent  openings,  whde 
the  awning  deck  was  capable  of  being  completely  or  "permanently  closed  in."  With  the 
evolution  of  ships,  however,  the  shelter-deck  vessel  has  come  to  differ  very  little  from  the 
awning-deck  ship,  as  is  clearly  shown  by  figure  8,  which  is  a  profile  of  a  steamer  having  lower, 
main,  and  shelter  decks. 

The  profile  of  the  steamer  illustrated  by  figure  8  shows  that  the  shelter  deck  has  closable 
hatches  above  all  the  hatches  hi  the  main  and  lower  decks,  but  that  there  is  a  small  tonnage 
opening  hi  the  shelter  deck  abaft  the  after  hatch,  placed  there  to  meet  the  requirement  of  the 
British  Board  of  Trade  measurement  rules.  In  order  that  this  ship  may  be  classified  as  a 
shelter-deck  vessel  by  the  Board  of  Trade,  the  tonnage  opening  must  be  not  less  than  4  feet 
long  fore  and  aft  and  be  at  least  as  wide  as  the  width  of  the  after-cargo  hatch  on  the  same  deck. 
The  after  edge  of  the  tonnage  opening  must  be  distant  from  the  aft  side  of  the  sternpost  by 
not  less  than  one-twentieth  the  registered  length  of  the  vessel.  If  the  tonnage  opening  is 
placed  forward,  the  fore  side  of  it  must  be  not  less  than  one-fifth  of  the  length  of  the  vessel 
from  the  stem.  Through  the  bulkheads  that  subdivide  the  space  between  the  shelter  and 
mam  decks  there  must  be  "permanent  openings"  at  least  3  feet  wide  and  4  feet  high;  and, 
if  coamings  are  fitted  thereto,  then  height  must  not  exceed  2  feet.     When  the  permanent 


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Fig.  8.     PROFILE  OF  A  STEAMER  HAVING  LOWER,  MAIN,  AND  "SHELTER"  DECKS. 


■       '      ■ 


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Fig.  9.     PROFILE  OF  A  STEAMER  WITH  THREE  DECKS  AND  A  "SHELTER"  DECK. 


10.)     (Jo.  "■ 


MEASUREMENT   OF  VESSELS  FOE   PANAMA  CANAL.  21 

deck  opening  is  situated  aft,  there  must  be  at  least  two  openings  in  all  the  transverse  bulk- 
heads in  the  'tween  deck  on  the  fore  side  of  it  to  entitle  the  space  to  exemption. 

As  will  be  explained  later,  the  regulations  governing  vessel  measurement  in  some  countries 
other  than  Great  Britain,  particularly  in  the  United  States,  define  closed-in  and  open  spaces 
more  rigidly;  and  the  'tween  deck  space  under  the  "shelter  deck"  is  usually  included  in  the 
shelter-deck  vessel's  tonnage  by  American  admeasurers.  The  British  Board  of  Trade  and 
its  admeasurers  are  compelled  by  an  unfortunate  decision  of  the  House  of  Lords  rendered  in 
1875  to  treat  as  "open"  the  spaces  under  the  shelter  deck  (and  also  under  the  bridge  deck) 
that  fulfill  certain  stipulations  which  prevent  spaces  from  being  considered  as  technically 
closed-in  spaces,  which  American  admeasurers  treat  as  capable  of  being  closed-in  and  as  avail- 
able for  the  stowage  of  dry  cargo. 

As  actually  constructed  at  present,  there  is  but  little  difference  between  three-decked 
vessels  classified  as  awning-deck  and  shelter-deck  ships.  In  the  awning-deck  vessel,  the 
'tween  deck  spaces  under  the  awning  deck  have  only  hatch  openings  which  can  be  made 
weather  proof;  while  vessels,  constructed  to  meet  the  requirements  of  the  British  Board  of 
Trade  regulations  as  to  shelter-deck  openings,  must  have  a  tonnage  hatch  that  can  not  be 
tightly  battened  down;  it  must  have  the  bulkhead  openings  aboye  described,  and  there  must 
be  scuppers  and  water  ports  to  carry  off  the  water  that  may  reach  the  main  deck.  The  ports, 
however,  may  have  back  valves  to  prevent  the  sea  from  washing  in,  and  the  tonnage  hatch 
may  be  so  constructed  as  to  enable  it  to  be  so  covered  as  temporarily  to  keep  the  sea  water 
.from  invading  the  'tween-deck  space.  In  practice,  British  vessels  which  fulfill  the  Board  of 
Trade  requirements  as  to  shelter-deck  openings  frequently  carry  dry  cargo  in  the  spaces  under 
the  shelter  deck.  When  cargo  is  so  carried,  the  British  admeasurers  add  the  space  actually 
occupied  by  the  cargo  to  the  tonnage,  upon  which  light  dues  and  port  charges  are  payable, 
but  the  'tween-deck  spaces  are  not  added  to  the  vessel's  gross  or  net  tonnage.  In  the  United 
States  and  at  the  Suez  Canal,  on  the  contrary,  the  entire  'tween-deck  space  is  included  in 
the  tonnage,  if  any  dry  cargo  is  or  may  be  carried  in  the  space. 

The  shelter  deck  is  not  necessarily  the  third  or  "upper"  deck.  It  may  be  the  fourth  deck, 
as  in  the  ship  illustrated  by  the  profile  in  figure  9.  That  vessel  has  an  upper  and  a  middle  (or 
mam)  deck,  the  lower  deck  being  dispensed  with  and  compensated  for  by  additional  strength 
of  framing.  A  ship  budt  according  to  the  profile  shown  in  figure  9  exceeds  the  minimum  require- 
ments of  the  British  rules  as  to  open  spaces,  two  tonnage  openings  being  provided — one  fore 
and  one  aft.  If  either  one  of  these  openings  were  kept  permanently  open  and  if  the  bulkheads 
between  decks  under  the  top  deck  were  provided  with  permanent  openings,  there  would  be  no 
question  that  all  the  space  between  the  shelter  and  upper  decks  would  be  excluded  from  net 
tomiage  by  the  British  measurement  rules ;  but,  as  a  matter  of  fact,  there  is  no  reason  other  than 
that  of  keeping  the  vessel's  net  tomiage  at  a  low  figure  why  the  bulkheads  between  decks  should 
have  nonclosable  openings.  In  a  vessel  with  four  decks,  nearly  all  of  the  space  under  the  "shelter 
deck"  would  naturally  be  used  for  accommodating  passengers  or  for  stowing  miscellaneous 
cargo. 

The  term  "shelter  deck"  is  sometimes  applied  to  the  fourth  deck  on  large  steamers  (figs. 
11,  12,  13,  14,  21,  and  22),  even  though  such  deck  has  no  tomiage  openings  whatever,  but  is  a 
complete  deck  in  every  sense  and  is  so  regarded  under  the  measurement  rules  of  all  nations. 
This  terminology  adds  to  the  confusion  concerning  shelter  decks,  for  such  decks  are  so  named 
merely  for  convenience.  They  are  not  shelter  decks  hi  the  meaning  of  measurement  rules  and 
as  the  term  is  ordinarily  used.  A  modern  shelter-deck  ship  is  one  which  has  a  full-length  deck 
fitted  with  one  or  more  tonnage  openings,  with  scuppers  and  ports,  and  with  bulkhead  open- 
ings as  provided  hi  the  measurement  rules  of  Great  Britain.  The  measurement  or  exemption  of 
such  shelter-deck  spaces  when  fitted  with  tomiage  openings,  which  are  but  technical  openings, 
has  been  and  is  one  of  the  mam  differences  between  the  measurement  rules  of  the  several  nations. 

Passenger  vessels  are  sometimes  fitted  with  a  so-called  "shade  deck"  or  lightly  constructed 
covering  over  the  uppermost  deck  to  afford  a  shelter  and  to  provide  a  promenade  for  passengers. 
Ordinarily  such  a  deck  is  constructed  with  light  deck  beams  supported  on  round  iron  stanchions, 


22  MEASUREMENT    OF   VESSELS   FOE   PANAMA   CANAL. 

frame  angles,  or  tee  bars.  The  sides  of  the  spaces  under  such  a  light  deck  may  be  entirely  open 
fore  and  aft,  or  they  may  be  partly  closed-in  as  shown  hi  figure  10.  When  partly  closed-in  the 
sides  are  fitted  with  side  openings,  the  shade  deck,  therefore,  affording  no  additional  buoyancy 
to  the  ship.  Its  light  construction  renders  it  practically  valueless  as  a  contributor  to  the  vessel's 
structural  strength,  and  since  the  space  below  the  shade  deck  is  exposed  to  the  sea  and  weather, 
it  is  nowhere  regarded  as  a  part  of  a  vessel's  gross  or  net  capacity  for  carrying  dry  cargo  or  pas- 
sengers. The  tonnage  rules  of  the  United  States,  Great  Britain,  Germany,  and  the  Suez  Canal 
Co.  expressly  exempt  such  spaces  from  tonnage  measurement,  excepting,  of  course,  any  closed-in 
structures  which  may  be  located  under  the  shade  deck. 

On  a  large  passenger  steamer  the  shade  deck  is  sometimes  called  the  promenade  deck. 
Originally  they  were  variously  known  as  awning  and  shelter  decks.  Modern  awning  and  shelter 
decks,  however,  though  outgrowths  of  the  shade  deck,  must  be  clearly  distinguished,  for  modern 
awning-deck  spaces  are  always  closed-in  and  are  distinctly  parts  of  a  vessel's  closed-in  capacity. 
Modern  shelter-deck  spaces,  though  fitted  with  a  technical  tonnage  opening,  are  also,  as  a  rule, 
available  for  the  stowage  of  dry  cargo.  Both  awning  and  shelter  decks,  moreover,  add  to  a 
vessel's  structural  strength,  and  as  neither  has  side  openings  they  add  to  the  ship's  buoyancy. 

The  larger  class  of  ocean  freight  vessels  in  service  at  the  present  time  have  four  full-length 
decks,  and  if  constructed  for  the  combined  freight  and  passenger  services  there  are  two  or  three 
tiers  of  superstructures  above  the  fourth  deck.  A  midship  section  of  a  vessel  designed  with 
particular  reference  to  the  traffic  between  American  ports  through  the  Panama  Canal  (fig.  11) 
illustrates  the  arrangement  of  a  typical  combination  freight  and  passenger  steamer.  The  ves- 
sel's length  is  500  feet,  its  beam  64  feet  6  mches,  and  its  depth,  to  the  shelter  deck,  42  feet. 

The  vessel  whose  midship  section  is  shown  in  figure  11  has  four  full  decks — the  lower,  main, 
upper,  and  shelter  decks.     The  term  "shelter  deck"  is  applied  to  the  fourth  deck,  as  is  customary, 


Figure  10.— Profile  of  vessel  with  shade  deck. 

although  the  vessel  is  not  of  the  shelter-deck  type.  Even  in  Great  Britain,  where  shelter  decks  are 
exempted,  the  fourth  deck  space  of  this  vessel  would  be  measured.  Thespace  between  the  shelter 
and  upper  deck,  as  is  shown  in  figure  12,  is  devoted  to  passenger  accommodations  and  the  stowage 
of  stores  and  refrigerated  cargo.  It  may  be  noted  in  passing,  that  this  vessel,  being  intended 
to  carry  miscellaneous  cargo  and  package  freight,  has  lower  deck  beams  and  plating.  (Fig.  11.) 
There  is  no  necessity  for  keeping  the  hold  without  subdivision  other  than  bulkheads  below  the 
main  deck.  For  all  decks  below  the  boat  deck  there  is  a  beam  on  every  frame.  The  pillars  are 
spaced  15  feet  apart.  The  frames  are  spaced  24  inches  apart  at  the  peaks,  30  inches  "between 
the  forward  peak  and  one-third  forward,"  and  36  inches  elsewhere.  Below  the  main  deck  there 
are  three  web  frames  on  each  side  of  the  engine  room  and  two  on  each  side  of  the  boiler  room. 
To  strengthen  the  vessel  amidships,  web  frames  are  introduced  into  the  framing  from  the  main 
deck  up  to  the  promenade  deck.  Outboard  and  inboard  profiles  of  this  vessel  and  a  plan  of  its 
lower  deck  are  shown  in  figure  12. 

The  outboard  profile  of  the  vessel  illustrated  by  figure  12  shows  the  superstructures  usual 
for  a  combination  freight  and  passenger  steamer.  There  is  a  forecastle  which  is  used  for  stowage 
purposes.  The  poop  and  the  after  part  of  the  'tween  decks  under  the  shelter  deck  are  devoted 
to  third-class  passenger  accommodations.  There  are  no  second-class  rooms.  The  first-class 
passenger  accommodations  are  amidships  between  the  upper  and  shelter  decks  and  above  the 
shelter  deck  in  the  amidship  superstructures,  of  which  there  are  three  tiers  covered  by  the 
bridge,  promenade,  and  boat  decks.  The  wheelhouse  and  chart  room  are  on  a  short  deck  one 
tier  above  the  boat  deck.  The  light  and  air  hatches  and  the  stack  casing  are.  inclosed  by  the 
surrounding  superstructures.     It  is  seen  at  a  glance  that  the  number  of  superstructures  on  this 


FlG.   1  1 .     MIDSHIP  SECTION,  FREIGHT  AND  PASSENGER  VESSEL.  PANAMA  CANAL  SERVICE. 


01801*— in.    (To  r»"  p 


Fig.  12.     PROFILES  OF  TRIPLE-SCREW  STEAMSHIP,  DESIGNED  FOR  THE  PANAMA  CANAL  SERVICE. 


OUTBOARD  PPOE/LE 


IN80AP0  PPOF/LE 


LOWER  DECK 


1)1861"— 13.    (To  face  page  28.)    No.  2 


Fig.  13.     MIDSHIP  SECTION,  TYPICAL  COASTWISE  STEAMER  FOR   PANAMA  CANAL  SERVICE. 


81881°— 18.    (To  face  pace  28.1    No 


Fig.  14.    PROFILE  OF  TYPICAL  COASTWISE  STEAMER  FOR  PANAMA  CANAL  SERVICE. 


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MEASUREMENT  OF  VESSELS  FOE  PANAMA  CANAL.  23 

vessel  is  much  greater  than  in  case  of  the  ordinary  two-deck  well-deck  steamer  of  figure  7. 
Every  such  increase  in  superstructures  adds  to  the  importance  of  the  rules  providing  for  their 
measurement  or  exemption.  Measurement  practices  in  this  regard  are  widely  different  in  the 
several  nations,  and,  as  is  discussed  in  Chapter  XI,  superstructures  have  for  many  years  given 
rise  to  serious  measurement  difficulties. 

The  inboard  profile  in  figure  12  shows  the  use  to  be  made  of  each  of  the  subdivisions  of 
the  above-deck  and  under-deck  spaces.  The  plan  of  the  lower  deck  shows  the  location  of  the 
several  hatches.  The  vessel  is  to  use  fuel  oil  carried  partly  in  the  double  bottom  and  partly 
in  a  large  'thwartships  tank  between  the  engine  and  boiler  rooms.  There  are  three  propellers, 
the  side  propellers  being  driven  by  reciprocating  engines,  the  center  screw  having  a  turbine 
engine. 

A  type  of  the  vessel  illustrated  by  figures  11  and  12  has  a  speed  of  15  or  16  knots,  and  has 
too  high  construction  and  operation  costs  for  the  transportation  of  heavy  or  low-grade  freight. 
It  is  intended  for  the  transportation  of  high-grade,  miscellaneous,  and  express  freight  at  such 
speed — 14  or  1.5  knots — as  must  be  maintained  by  a  vessel  in  the  passenger  service  through  the 
canal.  In  order  to  be  profitable,  a  vessel  of  that  type  and  speed  must  derive  a  relatively  large 
share  of  its  income  from  the  third-class  and  first-class  passenger  fares.  Experience  will  be 
required  to  determine  whether  a  vessel  of  this  type  will  prove  profitable  in  the  American  coastwise 
service  through  the  canal  or  in  a  service  between  the  eastern  seaboard  of  the  United  States  and 
foreign  Pacific  countries. 

Figure  13  gives  midship  section  and  figure  14  a  profile  of  one  of  the  eight  vessels  consti- 
tuting the  1912  and  1913  additions  to  the  fleet  of  the  American-Hawaiian  Steamship  Co.  The 
vessels  of  this  type  are  designed  solely  for  the  transportation  of  freight.  They  can  average 
14  knots  at  sea,  but  are  operated  at  12  knots,  and  some  of  them  are  now  profitably  employed, 
together  with  the  other  vessels  of  the  company's  large  fleet,  in  the  services  between  New  York 
and  the  Isthmus  of  Tehuantepec  and  between  that  isthmus  and  the  ports  of  the  Pacific  coast 
of  the  United  States  and  the  Hawaiian  Islands.  Miscellaneous  cargo  is  carried  in  both  directions, 
and  bulk  cargo,  especially  Hawaiian  sugar,  is  handled  eastbound.  The  vessels  are  about  415 
feet  long  between  perpendiculars  and  are  of  53  feet  6  inches  beam.  Their  molded  depth  to  the 
shelter  deck  is  39  feet  6  inches.  Their  gross  tonnage,  American  measurement,  is  about  6,600 
tons  and  their  net  tonnage  about  4,200  tons.     Each  vessel  will  carry  about  10.000  tons  of  cargo. 

The  main  structural  features  of  these  vessels  are  shown  in  figure  13.  The  ship  is  a  four-deck 
vessel,  with  a  cellular  double  bottom  and  a  second,  an  "upper"  and  an  uppermost  deck  which 
the  builders  term  a  shelter  deck,  but  which  is  completely  closed-in.  The  lower  deck  is  dispensed 
with  and  compensating  strength  is  given  the  hull  in  the  framing  up  to  the  second  (main)  deck; 
but  an  orlop  *  deck  takes  the  place  of  the  lower  deck  in  the  forward  part  of  the  hold  from  the 
fore  peak  tank  aft  for  about  one-eighth  the  length  of  the  ship.  The  vessel  being  of  moderate 
beam  and  of  strong  side  framing,  there  is  but  one  row  of  hold  pillars  which  rest  upon  the  keelson 
at  the  center  line  of  the  ship. 

The  left  half  of  figure  13  is  a  midship  section  forward  and  aft  of  the  engine  room  and  boat 
deck;  while  the  right  half  of  the  drawing  gives  the  section  through  the  engine  room.  The 
crown  of  the  engine  room  is  at  the  upper  deck,  above  which  the  air  hatch  extends  through  the 
shelter  and  boat  decks.  In  this  vessel,  as  in  that  illustrated  by  figures  11  and  12,  the  shelter 
deck  does  not  have  a  tonnage  hatch  or  opening.  The  space  below  the  shelter  deck  is  perma- 
nently inclosed  and  can  be  used  to  stow  dry  cargo.  They  are  not  vessels  of  the  "shelter  deck" 
type. 

Figure  14  gives  the  profile  of  the  vessel  of  which  the  midship  section  is  shown  in  figure  13. 
The  vessel  is  without  forecastle.  Above  the  shelter  deck,  however,  there  are  two  part-length 
decks — the  boat  and  bridge  decks.     Crew  accommodations  are  provided  in  a  short  poop  and  in 

1  Orlop,  according  to  the  International  Dictionary,  is  a  contraction  of  over  and  leap  or  of  over  and  loop,  the  orlop  deck  being  defined  as  "the 
lowest  deck  of  a  vessel,  especially  of  a  ship  of  war,  consisting  of  a  platform  laid  over  the  beams  in  the  hold,  on  which  the  cables  are  coiled."  Appar- 
ently the  term  originated  with  warships,  but  it  is  now  often  applied  to  the  lowest  deck  of  a  merchant  ship  having  four  or  more  decks.  Passenger 
ships  of  exceptional  depth  may  divide  the  hold  below  the  lower  deck  by  two  orlop  decks.  The  Lusitania,  of  the  White  Star  Line,  has  the  following 
decks,  named  in  order  from  the  lowest  to  the  highest:  Lower  orlop,  orlop,  lower  deck,  main,  upper,  shelter,  promenade,  and  boat  decks — eight  in  all. 


24  MEASUREMENT   OF  VESSELS  FOB  PANAMA  CANAL. 

the  'tween  decks  under  the  boat  deck.  The  officers'  quarters  are  on  the  boat  deck,  and  there  is 
a  bridge  under  a  short  open-bridge  deck  above  the  boat  deck.  Since  this  vessel  is  designed 
solely  for  the  freight  service  the  number  of  above-deck  erections  is  far  smaller  than  in  the  case  of 
the  combination  freight  and  passenger  steamer  illustrated  in  figures  11  and  12  above,  and  the 
tonnage  considerations  are  consequently  less  complex.  The  profile  shows  the  location  of  the 
orlop  deck  and  of  those  above,  of  the  engine  and  boiler  rooms,  and  of  the  deep  tank.  The 
vessel  is  a  twin-screw  steamer  with  oil-burning,  reciprocating  engines.  Fuel  oil  is  ordinarilv 
carried  in  the  large,  deep  tank  placed  athwart  ships  forward  of  the  boilers.  The  double-bottom 
and  peak  tanks  are  ordinarily  use<J  for  water  ballast  except  when  long-distance  steaming  requires 
their  use  for  fuel  oil. 

The  type  of  ship  that  will  doubtless  be  largely  used  for  the  freight  service  between  the 
eastern  seaboard  of  the  United  States  and  the  west  coast  of  South  America  is  illustrated  by 
figures  15  and  16.  The  vessel  illustrated  by  these  two  figures  has  a  length  of  384  feet  on  the  upper 
deck,  a  molded  breadth  of  50  feet  and  a  molded  depth  to  the  upper  deck  of  28  feet  6  inches. 
The  depth  to  the  bridge  deck  is  36  feet  6  inches.  The  midship  section  shows  the  vessel  to  have 
but  three  full-length  decks.  There  is  an  upper  and  a  second  deck,  but  the  lower  deck  is  dis- 
pensed with,  except  that  the  orlop  deck  subdivides  the  forward  cargo  hold.  It,  however,  has 
two  partial  decks  above  the  upper  deck — a  bridge  deck  and  an  upper  bridge  deck.  The  vessel 
has  a  double  bottom  for  fuel  and  water  ballast.  The  framing  is  made  heavy,  in  order  to  com- 
pensate for  the  absence  of  the  lower  deck  and  to  reduce  the  number  of  hold  pillars.  The  wheel 
and  chart  houses  and  the  captain's  cabin,  moreover,  are  on  a  very  short  deck  above  the  upper- 
bridge  deck.  The  various  above-deck  erections  are  similar  to  those  of  the  vessel  illustrated  in 
figures  13  and  14  above,  as  both  vessels  are  designed  for  freight  service  through  the  Panama  Canal. 

The  longitudinal  profile  of  the  steamer  illustrated  in  figure  16  shows  that  oil  is  carried  both 
in  the  double  bottom  and  in  a  deep  tank,  the  deep  tank  being  placed  forward  of  the  fireroom. 
The  vessel  being  an  oil-burning  steamer  has  a  comparatively  small  boiler  room,  differing  in  this 
respect  from  many  other  oil-burning  steamers,  which  are  designeil  to  burn  both  coal  and  oil, 
and  which  therefore  have  boiler  rooms  as  large  as  those  on  coal-burning  steamers  of  the  same 
power. 

The  three  vessels  illustrated  by  figures  11  to  16  represent  standard  types  of  vessels  that 
wall  probably  be  largely  used  in  the  coastwise  and  foreign  commerce  of  the  United  States 
through  the  canal.  They  were  designed  in  1911  and  1912  for  the  canal  service.  Naturally, 
many  kinds  of  vessels  will  be  operated  through  the  canal.  A  ship  chartered  for  a  single  trip  or 
for  a  limited  period  may  be  any  available  vessel  capable  of  performing  the  transportation 
service  desired  by  the  charterer.  Bulk  carriers  will  be  operated  both  as  lines  and  as  single 
vessels  for  the  transportation  of  bulk  cargoes  of  coal,  ore,  nitrate,  fuel  oil,  lumber,  grain,  and 
similar  products.  Doubtless  many  corporations  and  individuals  shipping  bulk  cargoes  will 
own,  or  operate  under  time  charters,  such  vessels  as  they  require  for  the  marketing  of  their 
products. 

For  the  transportation  of  such  bulk  cargoes  as  coal,  ore,  and  grain,  when  shipments  are  made 
regularly  and  in  large  volume,  special  types  of  vessels  such  as  turret  and  trunk  steamers  are 
used  to  some  extent.  For  sliipping  oil  in  bulk,  tank  steamers  are  employed.  Figures  17,  18, 
and  19  illustrate  the  general  design  of  turret  and  trunk  steamers. 

The  turret  ship  is  so  named  because  of  the  turret-like  erection  extending  the  entire  length 
of  the  vessel.  The  upper,  or  turret,  deck,  as  is  shown  in  figure  17,  is  narrower  than  the  harbor 
or  main  deck.  "The  sides  of  the  turret  are  blended  into  the  harbor  deck,  and  the  harbor  deck 
into  the  vertical  side  plating  by  well-rounded  corners."  (Walton's  Present  Day  Shipbuild- 
ing, p.  70.)  The  hatches,  superstructures,  and  accommodations  for  officers  and  crew  are  on 
the  turret  deck.  The  construction  of  the  hull  may  follow  various  designs,  and  the  turret  ships 
may  differ  materially  in  details  of  construction.  The  midship  section  given  in  figure  17  shows  a 
deep  hold  with  two  rows  of  hold  pillars,  and  with  a  lower  deck.  By  strengthening  the  framing, 
the  lower  deck,  or,  if  preferred,  both  the  lower  deck  and  the  hold  pillars  may  be  dispensed  with. 
In  some  vessels  all  decks  below  the  turret  deck  are  done  away  with,  and  the  interior  of  the 


Fig.  15.     MIDSHIP  SECTION  OF  FREIGHT  STEAMER,  PANAMA  CANAL  SERVICE. 


f -■!**- 


61861°— 13.    (To  face  page  24.)     No.  1 


Fig.   16.     PROFILE  OF   FREIGHT   STEAMER,  PANAMA  CANAL   SERVICE. 


\\rt>c'/&<- 


61861       r.     iTo  face  page  24.)    No. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


25 


hull  is  without  obstructing  pillars  or  decks.     Such  vessels  require  specially  strong  framing  to 
afford  the  necessary  strength  of  hull. 

A  turret  vessel  constructed  with  lower  and  harbor  decks,  as  shown  in  figure  17,  is  well 
adapted  to  the  stowage  of  heavy  bales  and  packages  and  of  miscellaneous  weight  cargo;  while 


lower  Deck   ^ 


o  '--Trr^-s-'i1    \.'.J.J 

*     .—.      IIP  o        ay 

to  o  ol 


r: 


Figure  17. — Midship  section  of  turret  steamer  with  lower  and  main  (harbor)  decks. 

a  turret  ship  without  pillars  and  without  decks  below  the  turret  is  well  designed  for  the  trans- 
portation of  bulk  cargoes  of  grain,  lumber,  and  ore. 

A  self-trimrnmg  turret  steamer  is  illustrated  by  figure  IS,  which  gives  a  view  of  the  hold 
of  an  ore  ship  in  which  the  engines  are  placed  aft  and  in  which  there  is  an  unobstructed  hold 
extending  all  the  way  from  the  collision  bulkhead  to  the  boiler-room  bulkhead.     The  hatches 
61861°— 13 3 


26 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


are  continuous  over  the  entire  length  of  the  hold.     Such  a  vessel  may  also  be  used  to  advantage 
for  the  shipment  of  coal,  lumber,  or  other  bulk  cargoes. 

A  type  of  vessel  known  as  "whaleback"  is  in  some  respects  similar  to  a  turret-deck  vessel, 
but  the  number  of  whalebacks  likely  to  use  the  Panama  Canal  is  too  small  to  warrant  the 
reproduction  of  deck  plans,  cross  sections,  or  longitudinal  profiles.  Both  whaleback  and  turret 
vessels  dispense  with  fore  and   aft  sheer,  both"  are  designed  for  bulk  cargo,  and  the  gunwale 


Figube  19. — Midship  section  of  trunk  steamer. 

is  of  rounded  form  in  each  case.  The  whaleback  steamer,  however,  differs  from  the  turret- 
deck  vessel  in  that  it  aims  to  provide  absolutely  clear  decks  without  deck  erections  and  with 
a  rounded  form  which  breaks  the  force  of  the  sea.  It  was  found  that  it  is  difficult  for  the  crew 
to  man  such  a  deck  in  heavy  seas,  that  the  hatchways  without  coamings  interfere  with  feeding 
the  holds  with  bulk  cargoes,  and  that  the  shape  of.  the  bow  and  bottom  "makes  the  hull  spe- 
cially liable  to  damage  when  the  vessel  is  pitching  in  a  seaway,  owing  to  the  pounding  action 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


27 


produced  as  the  vessel  thumps  against  head  seas."  '  Relatively  few  whalebacks  are  in  opera- 
tion while  the  turret  steamers,  on  the  contrary,  are  rapidly  increasing  in  number. 

The  trunk  steamer  is  another  special  type  of  bulk  carrier  without  a  lower  deck.  Its  general 
design  is  indicated  by  figure  19.  There  is  above  the  upper  deck  a  trunk  erection  which  is  7  feet 
high  and  half  the  width  of  that  deck.  This  trunk  connects  the  forecastle  with  the  bridge  and 
the  bridge  with  the  poop.  The  hold  is  clear  except  for  widely  spaced  pillars  which  extend 
from  the  floor  of  the  hold  to  the  angle  formed  by  the  upper  deck  beams  and  the  frames  of  the 
sides  of  the  trunk.  One-half  the  pillar  may  be  carried  up  the  side  of  the  trunk  and  be  riveted 
to  the  plating.  The  upper  deck  beams  do  not  extend  across  the  ship;  but  strong  crossbeams, 
in  such  number  as  the  strength  of  the  ship  requires,  are  placed  across  the  open  portion  of  the 
upper  deck.  With  the  exception  of  the  crossbeams  the  hold  is  clear  below  the  hatchways 
which  are  in  the  trunk  deck. 

Turret  and  trunk  steamers,  being  especially  intended  for  dead-weight  and  bulk  cargoes, 
have  a  relatively  small  freeboard  below  the  harbor  and  upper  decks,  but  the  turret  and  trunk 


LosdQraught 


Ballast  Qnsuglrt. 


Figuee  20.— Hold  view,  self-trimming  three-deck  steamer. 

decks  from  which  the  ships  are  navigated  are  well  above  the  water  line.  When  the  hold  and 
the  trunk  are  filled  with  grain  or  other  bulk  cargo  that  may  come,  by  settling,  to  occupy  less 
space,  the  cargo  in  the  turret  or  trunk  feeds  into  the  hold,  which  is  kept  filled,  and  thus  there 
is  no  danger  that  a  shifting  of  the  cargo  may  give  the  vessel  a  dangerous  list.  Lumber  or  other 
deck  cargo  not  injured  by  the  sea  is  sometimes  carried  upon  the  harbor  deck  of  the  turret 
steamer  and  upon  the  main  (or  upper)  deck  of  the  trunk  steamer. 

There  are  other  types  of  self-trimming  steamers  than  the  self-trimming  turret  and  trunk 
steamers  above  mentioned.  The  principles  of  a  clear  hold  without  a  lower  deck,  lower  deck 
beams,  pillars,  or  other  hold  obstructions,  and  with  arrangements  to  facilitate  the  trimming  of 
bulk  freight  are  applied  to  vessels  which  have  their  walls  carried  to  the  upper  deck  without 
turret  or  trunk  arrangement.  Figure  20,  for  example,  shows  the  hold  view  of  a  self-trimming 
vessel,  which  does  not  differ  externally  from  any  ordinary  steamer.  This  particular  vessel  has 
water-ballast   tanks  between  the  self-trimming  frames  and  the  walls  of  the  ship,  which  bring 

i  Walton,  Present-Day  Shipbuilding,  p.  69. 


28  MEASUREMENT  OF   VESSELS  FOR  PANAMA  CANAL. 

its  water-ballast  capacity  to  nearly  a  third  of  the  total  dead-weight  carrying  capacity  ot  the 
ship.  It  is  essential  that  measurement  rules  should  deal  fairly  with  those  water-ballast  spaces 
which  are  not  available  for  cargo;  while,  in  case  of  turret  and  trunk  steamers,  the  rules  should 
ully  account  for  the  inclosed  turret  and  trunk  deck  spaces  which  constitute  parts  of  the  cargo 
capacity. 

Tank  steamers  are  largely  used  for  the  transportation  in  bulk  of  petroleum  and  of  some 
other  oils.  The  fluidity  of  oil  in  bulk  and  the  danger  of  explosion  from  the  gases  formed  of 
petroleum  require  a  special  construction  of  tank  steamers  to  make  them  stable  and  safe.  The 
part  of  the  hold  occupied  by  the  oil  in  bulk  is  subdivided  into  small  tanks;  first,  by  a  strong 
longitudinal  bulkhead  extending  the  entire  length  of  the  ship  above  the  center  hne  of  the  vessel 
and  rising  to  the  uppermost  deck;  second,  by  transverse  bulkheads  spaced  about  24  feet  apart. 
The  small  tanks  thus  formed  being  filled  with  oil  %dien  the  vessel  is  loaded,  the  fore-and-aft  and 
side-to-side  movement  of  the  oil  due  to  the  pitching  and  rolling  of  the  vessel  at  sea  is  reduced  to  a 
minimum.  To  provide  for  the  expansion  of  petroleum,  due  to  increase  in  temperature,  and  to 
prevent  explosion,  due  to  forming  of  gases,  an  expansion  trunk  or  space  is  placed  'tween  decks 
between  each  oil  tank  and  the  hatch  opening  into  the  tank. 

The  general  plan  of  a  typical  large  oil  tank  steamer  is  shown  in  figures  21,  22,  and  23. 

The  plans  of  the  oil  steamer  illustrated  by  figures  21,  22,  and  23  show  that  the  tanks  are 
placed  amidships  with  the  engines  aft.  There  is  a  small  cargo  hold  forward  of  the  tank.  Be- 
tween the  tanks  and  the  cross  bunker  adjacent  to  the  engine  room  are  two  water-tight  bulk- 
heads spaced  a  few  feet  from  each  other  to  provide  a  cofferdam  between  the  tanks  and  the  engine 
room.  A  similar  cofferdam  is  placed  between  the  cargo  hold  and  the  oil  tanks.  These  cofferdams 
may  be  filled  with  water  or  kept  empty,  their  purpose  being  to  prevent  the  escape  of  gases  from 
the  oil  tanks  to  the  engine  room  or  to  the  cargo  hold.  Coal  or  fuel  oil  for  the  engines  may  be 
carried  in  the  reserve  bunkers  located  between  the  expansion  trunk  and  the  outer  shell  of  the 
ship.  The  vessel  has  four  decks — a  lower,  which  is  dispensed  with,  a  main,  an  upper,  and  a 
"shelter''  deck.  The  "shelter"  deck,  however,  is  without  tonnage  openings  and  is  a  shelter 
deck  only  in  name.  The  space  between  it  and  the  upper  deck,  not  occupied  by  expansion 
trunks,  is  available  for  fuel,  freight,  stores,  crew  quarters,  and  officers'  accommodations.  As 
indicated  in  figure  21,  various  superstructures,  such  as  the  galley,  smoking  room,  chart  room, 
and  lamp  room  are  located  above  the  shelter  deck.  Some  of  the  space  between  the  main  and 
upper  deck  is  taken  up  by  so-called  "summer  tanks,"  which  are  used  for  stowing  oil  during  the 
warmer  seasons.  These  summer  tanks  are  constructed  and  tested  as  required  for  ordinary  oil 
compartments  and  are  likewise  fitted  with  expansion  trunks. 

Figure  24  contains  the  deck  plan  and  longitudinal  profile  of  an  oil  tank  vessel  equipped 
with  Diesel  oil  engines.  This  vessel  has  but  three  decks — a  lower  deck,  which  is  dispensed 
with,  an  upper  deck,  and  a  shelter  deck:  and  it  has  no  summer  tanks.  Above  the  "shelter"  deck 
is  a  long  poop  surrounding  the  light  and  air  casing  above  the  engine  room.  The  space  in  the 
poop  is  used  for  living  quarters. 

The  special  feature  of  this  vessel  is  the  engine  and  fuel  arrangement.  There  is  no  boiler 
room  because  Diesel  engines  are  of  the  internal-combustion  type.  The  engine  room  is  larger 
than  would  be  necessary  to  hold  the  engines,  it  being  enlarged  sufficiently  to  bring  its  volume 
somewhat  over  13  per  cent  of  the  vessel's  gross  tonnage  in  order  thereby  to  entitle  it  to  a  power 
deduction  of  32  per  cent  of  the  gross  tonnage  under  the  measurement  rules  of  Germany.  The 
fuel  oil  is  carried  partly  in  fuel  tanks  and  partly  in  double-bottom  compartments  below  the  engine 
room.  The  total  fuel  space  is  very  much  less  in  volume  than  it  would  be  were  the  ship  fitted 
with  steam  engines  burning  either  oil  or  coal. 

Figure  25  illustrates  a  combination  freight  and  passenger  vessel  fitted  with  Diesel  engines. 
It  is  370  feet  long,  of  53  feet  beam,  9,800  tons  displacement,  and  7,400  tons  cargo  capacity.  It 
js  mainly  a  general  cargo  vessel,  but  has  accommodations  for  20  passengers,  and  has  a  speed  of 
11£  to  12  knots.  Aside  from  the  engine-room  arrangement,  which  is  similar  to  that  shown  in 
the  preceding  figure,  and  the  absence  of  boilers,  this  vessel  dlustrates  various  additional  phases 
of  ship  construction  and  tonnage  measurement.     (1)  The  usual  smoke  funnels  are  dispensed 


Rg.  21.     ELEVATION  AND  DECK  PLAN  OF  AN  OIL  TANK  STEAMER. 


5HELTERDECK. 


01801        IS     ■  i  .     u.)     No,  1 


Fig.  22.     MIDSHIP   SECTION    OF  AN   OIL  TANK   STEAMER. 

Hatch 


Shelter  Deck 


61861°— 13.     (To  face  page  28.)     No.  2 


FIG.  23.     SECTION   IN  WAY  OF  FOREHOLD  OF  AN  OIL  TANK  STEAMER. 

Shelter  Deck 


61861°— 13.     (To  face  page  28.)     No.  3 


FIG.  24.     PROFILE   AND   UPPER   DECK   PLAN   OF  OIL  TANK  CARRIER   WITH    DIESEL   ENGINE. 


81861° — 18.    (To  face  page  28.)    No.  < 


Fig.  25.     PROFILE   OF  CARGO   VESSEL  WITH    SMALL    PASSENGER   ACCOMMODATIONS,  DIESEL   ENGINES. 


(J     j'i !    j    |  fj^r.rJlj"  i    I 


31300  Cf  Or  -XfterHold-  28400  C/  Bs 


r -/,/UrMM- 2B400  Cf  B,  ;         U     ;     !   "SrSM^H^MS^^:  [" 

;     :        ;;      ;!   1 1  !S   !  j    !  «  j    1 1   IS]    ; ;    ;$«        <-'; 
;     :        !!      i'-—l  L.jp..j  l.j   s   l_.J  L.JJ'..j  '• ! i;  ! 


818C1        i  i.,  r,..  ,.,,.  28  |     s,    r. 


Fig.  26.     PROFILE   OF   "STEAM    SCHOONER"    FOR  WEST   COAST    UNITED   STATES    LUMBER    TRADE. 


~5teerihq 


*3teef  Deck  Throughout 


IS 


'  Girder  on  Deck. 


^>  fore  c  sflfters  tn  J~J  fctions 


„£L 


J/.o'rfg  Door  ^^       S-V* 


(To  face  page  28,  <     N<. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  29 

with;  (2)  the  crude  fuel  oil  used  to  operate  the  engines  is  stowed  in  the  double  bottom;  (3)  two 
12-ton  working  tanks  are  provided,  sufficient  oil  for  a  24-hour  run  at  full  power  being  pumped 
from  the  double  bottom  into  these  tanks  for  current  use  in  the  cylinders.  The  importance  of 
internal-combustion  engines  in  tonnage  measurement  is  fully  discussed  in  Chapter  X. 

A  type  of  bulk-cargo  vessel  which  has  become  an  important  factor  in  the  lumber  trade  on 
the  Pacific  coast  of  the  United  States  is  the  so-called  "steam  schooner."  Originally,  these  ves- 
sels were  the  outgrowth  of  sailing  schooners,  a  number  of  schooners  being  fitted  with  engines. 
Indeed,  some  of  the  steam  schooners  now  in  service  still  carry  sails  for  occasional  use.  The 
modern  steam  schooner,  however,  is  a  steamer,  depending  wholly  upon  its  engines,  the  name 
being  retained  because  of  the  vessel's  origin  and  because  of  its  general  construction.  In  a  paper 
by  Mr.  Frank  W.  Hibbs,  read  before  the  Association  of  Naval  Architects  and  Marine  Engineers, 
New  York,  steam  schooners  are  described  as  follows : 

The  vessels  are  built  similarly  to  the  sailing  schooner,  with  greater  proportionate  beam  than  the  ordinary 
steamer,  with  high  freeboard,  great  sheer  forward,  a  topgallant  forecastle  and  raised  quarter  deck.  There  is  a  midship 
deckhouse  over  the  machinery,  with  a  very  high  bridge  deck,  leaving  large  clear  gangways  on  the  main  deck,  and  a 
small  deck  house  on  the  bridge  deck,  with  a  small  passenger  accommodation.  They  have  low  power  and  are  built  to 
very  heavy  scantlings,  and  are  the  stanchest  vessels  that  are  seen  on  the  coast.  They  carry  large  deck  cargoes  of  lum- 
ber, and  are  regarded  as  the  most  profitable  type  of  coasting  cargo  vessel. 

Steam  schooners  are  ordinarily  fitted  with  low-powered  od  or  coal  burning  steam  engines. 

Figure  26  contains  the  longitudinal  profile  of  a  typical  steam  schooner  used  in  the  lumber 
trade  of  the  Pacific  coast.  Its  length  is  235  feet,  its  beam  42  y2  feet,  and  its  molded  depth  18 
feet  8  inches.  Its  gross  tonnage,  American  register,  k  1,600  tons,  and  its  net  to  image  915  tons. 
The  net  tonnage  is  small  as  compared  with  ordinary  cargo  steamers,  because  it  is  constructed 
to  carry  much  cargo  on  the  open  deck.  The  engine  room  is  constructed  so  as  to  be  in  excess 
of  13  per  cent  of  the  gross  tonnage,  thereby  resulting  in  a  deduction  of  32  per  cent  for  propel- 
ling power  and  fuel.  Its  engines  are  designed  to  burn  oil,  some  of  the  oil  being  carried  in  the 
aft  double-bottom  compartment,  and  some  in  portable  settling  tanks  on  each  side  of  the  boilers. 
Should  this  vessel  make  long  voyages  through  the  canal,  additional  oil  would  be  stowed  in  the 
forward  double-bottom  tanks  and  in  the  fore  peak  water  ballast  tank. 

The  vessel  has  but  one  full-length  deck,  although  there  are  two  short  decks  aft,  the  spaces 
under  which  being  occupied  by  officers'  quarters,  galley,  saloon,  pantry,  light  and  air  casings, 
funnel,  etc.  The  entire  fore  part  of  the  vessel,  with  the  exception  of  the  forecastle,  is  used  to 
stow  cargo,  and  the  open  deck  between  the  forecastle  and  the  short  decks  aft  is  used  to  carry  great 
volumes  of  deck  cargo,  the  vessel  being  designed  to  transport  1,500,000  feet  of  lumber.  The 
advisability  of  measuring  or  exempting  deck  loads  is  of  special  importance  in  the  measurement 
rules  applicable  to  steam  schooners,  as  it  is  not  unlikely  that  some  of  them  will  pass  through  the 
Panama  Canal  with  cargoes  of  Pacific  coast  lumber. 

The  foregoing  description  includes  the  leading  types* of  vessels' that  wUl  use  the  Panama 
Canal.  The  plans  and  profiles  locate  most  of  the  spaces  referred  to  in  the  following  discussion 
of  tonnage  and  vessel  measurement.  In  the  report  recently  submitted  in  1912,  upon  Panama 
Canal  Traffic  and  Tolls,  it  was  recommended  that  merchant  vessels  be  required  to  pay  Panama 
tolls  upon  then  net  tonnage  and  that  the  charges  upon  warships  should  be  upon  their  dis- 
placement. The  proclamation  issued  by  the  President  November  13,  1912,  fixed  the  tolls 
on  merchant  vessels  at  $1.20  per  net  ton — each  100  cubic  feet — of  actual  earning  capacity,  and 
upon  warships  at  50  cents  per  displacement  ton.  The  measurement  rules  embodied  in  the  follow- 
ing report  are  drafted  with  a  view  to  including  in  the  net  tonnage  of  vessel  all  spaces  available  for 
passengers  or  cargo — the  tonnage  of  actual  earning  capacity.  The  plans  and  profiles  presented 
in  this  chapter  show  what  use  is  made  of  the  several  spaces  within  typical  vessels,  and  thus 
indicate  what  spaces  ought  to  be  included  in  the  net  tonnage  upon  which  the  Panama  charges 
shall  be  imposed. 

The  words  "  ton  "  and  "  tonnage  "  have  many  meanings.  Before  considering  the  problems  of 
vessel  measurement  and  the  rules  by  which  merchant  ships  using  the  Panama  Canal  shall  be  meas- 
ured, it  will  be  well  briefly  to  define  the  several  kinds  of  ton  and  tonnage  and  to  explain  why  the 
Panama  tolls  should  be  levied  upon  the  net  tonnage  of  merchant  vessels  and  upon  the  displace- 
ment tonnage  of  warships. 


CHAPTER    III. 


CARGO  TONNAGE,  DISPLACEMENT,  AND 
DEAD-WEIGHT  TONNAGE. 

31 


CHAPTER  III. 


CARGO  TONNAGE,  DISPLACEMENT,  AND  DEAD-WEIGHT  TONNAGE. 

It  is  theoretically  possible  to  make  either  the  ships  that  use  the  canal  or  the  cargo*and 
passengers  carried  by  the  vessels  the  basis  of  Panama  tolls.  It  is  thus  necessary  first  of  all  to 
decide  whether  the  dues  shall  be  levied  upon  the  vessels  themselves  or  upon  their  contents,  and 
whichever  decision  is  reached  the  problem  still  remains  of  selecting  the  best  unit  of  measurement. 
For,  while  both  the  size  of  vessels  and  the  amount  of  cargo  they  carry  are  designated  in  tonnage 
units,  a  vessel  ton  is  different  from  a  ton  of  freight.  Moreover,  there  are  three  kinds  of  vessel 
toimage  and  at  least  three  meanings  given  to  the  word  "ton"  as  a  measure  of  ocean  freight 
cargoes. 

The  purpose  of  this  chapter  is  to  explain  the  several  units  employed  to  designate  the  tonnage 
of  cargo  carried  by  vessels  and  to  consider  the  merits  and  disadvantages  of  each  as  a  basis  for 
Panama  tolls.  One  kind  of  vessel  tonnage — displacement — is  also  defined  and  discussed  in 
this  chapter;  because,  as  will  be  explained,  one  method  of  expressing  cargo  tonnage  involves 
the  determination  of  the  vessel's  displacement  tonnage.  The  other  two  kinds  of  vessel  tonnage — 
gross  and  net  tonnage — will  be  discussed  in  turn  in  the  two  succeeding  chapters. 

Cargo  tonnage  may  be  of  weight  or  of  measurement.  "  Bulk"  freight,  like  coal,  ore,  nitrate, 
gram,  and  heavy  manufactures,  is  transported  as  weight  cargo,  a  ton  on  the  ocean  being  either 
the  English  long  ton  of  2,240  pounds  (sometimes  the  short  ton  of  2,000  pounds)  avoirdupois  or 
the  metric  ton  of  2,204  pounds.  Package  freight  and  commodities  that  are  light  in  proportion 
to  their  bulk  are  often  shipped  as  "measurement"  cargo,  40  cubic  feet  usually  being  considered 
a  ton.  When  possible,  vessels  are  loaded  partly  with  heavy  bulk  freight,  which  is  placed  lowest 
in  the  hold,  and  partly  with  light  measurement  cargo,  which  is  stowed  in  available  spaces  above, 
as  well  as  below,  the  main  deck.  The  heavy  commodities  give  the  ship  the  draft  necessary  for 
stability,  while  the  light  package  freight  fills  up  the  earning  capacity  of  the  ship  without  caus- 
ing the  vessel  to  exceed  its  authorized  draft.  A  vessel  loaded  only  with  coal,  ore,  gram,  or  heavy 
steel  will  be  immersed  to  its  deep  load  line  before  the  space  available  for  cargo  has  been  filled  with 
paying  freight.  On  the  other  hand,  if  a  ship  be  laden  only  with  package  freight  and  light  cargo, 
it  may  ride  so  high  in  the  water  as  to  be  unstable.  If  heavy  cargo  is  not  available,  the  ship 
must  be  given  stability  by  means  of  ballast.  It  is  a  paradoxical  fact  that  a  vessel  can  be  loaded 
with  more  "tons"  of  light  freight  than  of  heavy  bulk  commodities,  the  ideal  lading  of  a  ship 
being  the  combination  of  bulk  and  package  freight. 

ADVANTAGES    AND    DISADVANTAGES    OF    CARGO    TONNAGE    AS    A    BASIS    FOR     CANAL    TOLLS. 

In  selecting  a  basis  for  the  levy  of  Panama  tolls  choice  must  be  made  between  the  ship  and 
its  cargo  contents.  The  transfer  of  a  vessel  from  the  Atlantic  to  the  Pacific  through  the  canal 
is  the  service  rendered  to  carriers  engaged  in  the  transportation' of  freight  and  passengers; 
but,  as  the  revenues  of  the  carrier  are  derived  from  the  rates  paid  by  shippers  and  the  fares 
collected  of  the  passengers,  it  seems  to  many  persons  logical  that  the  charges  exacted  by  the 
Government  for  the  use  of  the  canal  should  be  placed  upon  passengers  and  cargo  and  not  upon 
the  ship.     The  advantages  of  making  cargo  the  basis  of  canal  dues  may  be  summarized  as  follows: 

1.  It  is  claimed  that  canal  tolls  based  upon  the  cargo  and  passengers  carried  in  vessels 
will  be  in  direct  ratio  to  the  carrier's  ability  to  pay,  because  the  charges  will  be  levied  upon  the 
carrier's  sources  of  income  for  the  voyage  that  causes  the  carrier  to  make  use  of  the  canal.  If 
the  vessel  making  the  trip  through  the  canal  is  fully  occupied  by  cargo  and  passengers,  the 
income  of  the  carrier  will  be  large  and  the  tolls  he  will  pay  for  the  use  of  the  canal  will  be 

33 


34  MEASUREMENT    OF    VESSELS    FOR    PANAMA    CANAL. 

proportional;  while  if  the  capacity  of  the  vessel  is  but  partially  taken  up,  the  revenues  of  the 
owners  of  the  vessel  will  be  small  and  the  tolls  required  of  them  will  be  correspondingly  less. 

2.  By  placing  canal  tolls  upon  cargo  and  passengers,  the  levies  wdl  be  put  upon  the  same 
basis  as  are  rail  and  ocean  freight  rates  and  passenger  fares.  The  canal  tolls  will  be  a  definite 
addition  to  the  charges  payable  by  the  shipper  and  passenger  for  transportation  from  ports  of 
shipment  or  departure  to  ports  of  destination.  It  should  be  stated,  however,  that  this  argu- 
ment in  favor  of  basing  tolls  upon  cargo  and  passengers  assumes  that  ocean  rates  and  fares  are 
controlled  by  competitive  commercial  forces  and  that  the  canal  tolls,  whatever  they  may  be, 
are«a  burden  which  shippers  and  passengers  will  be  required  to  bear.  As  a  matter  of  fact, 
ocean  rates  and  fares,  like  those  charged  for  railroad  transportation,  are  controlled  by  forces 
which  are  but  partially  competitive  anil  which  are  in  a  large  degree  monopolistic.  In  so  far 
as  ocean  rates  and  fares  are  controlled  by  monopoly  forces,  they  will  be  made  with  reference  to 
what  the  traffic  will  bear  and  not  with  regard  primarily  to  expenses  incurred  in  performing  the 
transportation  services.  If  ocean  rates  and  fares  are  monopoly  charges,  they  will  not  be 
directly  affected  by  canal  tolls  and  the  charges  paid  by  carriers  for  the  use  of  the  canal  will  be 
an  operating  expense  which  the  carriers  and  not  the  shippers  and  passengers  will  have  to  meet.1 

3.  The  third  argument  in  favor  of  making  cargo  the  basis  of  canal  tolls  is  that  the  charges 
for  the  use  of  the  canal  would  be,  or  could  in  theory  be,  graded  according  to  the  value  of  the 
different  kinds  of  commodities,  and  that  the  charges  could  be  made  high  on  valuable  articles 
and  low  on  cheap  bulky  commodities.  Concisely  stated,  the  argument  is  that  the  tolls  can  be 
made  what  the  different  articles  or  classes  of  commodities  can  bear.  By  making  commodities 
the  basis  of  canal  charges,  the  dues  would  be  based  upon  the  value  of  the  service  to  the  carriers, 
instead  of  being  determined  by  the  cost  to  the  United  States  of  performing  the  service  of 
passing  vessels  through  the  canal. 

Tliis  raises  the  broad  and  fundamental  question  whether  the  value  of  the  service  to  those 
who  use  the  canal  or  the  cost  of  the  service  to  the  canal  administration,  which  in  this  case  will 
be  the  United  States  Government,  should  be  the  controlling  consideration  in  fixing  canal 
charges.  It  is  generally  assumed  that  the  canal  tolls,  as  in  the  case  of  other  Government 
charges,  are  to  be,  and  ought  to  be,  levied  for  the  purpose  of  meeting,  first  of  all,  the  expenses 
incurred  by  the  Government  in  operating  and  maintaining  the  canal.  There  may  possibly  be 
some  difference  of  opinion  as  to  the  advisability  of  fixing  the  Panama  tolls  at  rates  high  enough 
to  yield  revenues  that  will  cover  not  only  maintenance  and  operating  expenses  but  also  interest 
and  amortization  charges;  but  there  has  been  no  serious  doubt  as  to  the  wisdom  of  securing 
from  the  Panama  tolls  the  revenues  necessary  to  cover  the  expenses  of  operating  and  main- 
taining the  canal,  of  the  sanitation  and  government  of  the  Canal  Zone,  and  of  meeting  the 
$250,000  annuity  payable  to  the  Republic  of  Panama.  The  tolls  ought  at  least  be  sufficient 
to  cover  current  expenses. 

Whether  the  fixed  charges  required  to  meet  the  interest  upon,  and  the  amortization  of,  the 
funds  invested  shall  be  secured  from  the  current  revenues  from  tolls  is  a  question  that  must  be 
decided  in  the  light  of  experience  obtained  in  the  operation  of  the  canal.  The  traffic  of  the 
canal  fortunately  promises  to  be  large  enough  to  enable  the  Government  to  maintain  a  schedule 
of  tolls  that  will  neither  unwisely  restrict  the  use  of  the  canal  nor  unduly  burden  commerce,  but 
which  will  yield  revenues  that  will  make  the  canal  commercially  self-supporting.  The  probable 
deficit  during  the  early  years  of  the  canal's  operation  will,  with  the  maintenance  of  reasonable 
rates  of  toll,  be  converted,  by  the  growth  of  traffic  during  the  first  decade,  into  a  slight  surplus 
in  excess  of  current  expenses  and  fixed  charges. 

The  natural  and  logical  basis  of  charges  for  Government  services  is  the  cost  of  performing 
the  service,  and  unless  some  exceptional  conditions  make  it  desirable  to  fix  Panama  tolls  upon 
some  basis  other  than  the  expenses  due  to  construction,  operation,  and  maintenance  of  the 
canal,  it  would  seem  wise  to  give  main  consideration  to  cost  of  service,  i.  e.,  to  outlay  for  cur- 
rent expenses  and  fixed  charges  in  levying  Panama  Canal  dues.     However,  while  adhering  to 

'  For  fuller  consideration  of  the  incidence  of  canal  tolls,  see  pp.  197-198  of  the  Report  upon  Panama  Canal  Traffic  and  Tolls,  by  Emory  R. 
Johnson,  Government  Printing  Office,  Washington,  1912. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  35 

the  general  principle  of  fixing  Panama  tolls  with  reference  to  operating  and  fixed  charges,  care 
should  be  taken  so  to  adjust  the  charges  that  they  shall  not  be  higher  than  the  traffic  geo- 
graphically tributary  to  the  Panama  route  will  bear.  The  tolls  should  not  be  what  the  naturally 
tributary  traffic  will  not  bear.  With  this  limitation  as  to  the  maximum  within  which  the 
charges  must  be  kept,  primary  consideration  should  be  given  to  cost  of  service  in  adjusting 
Panama  Canal  charges. 

SEASONS    FOR    NOT    BASING    PANAMA    TOLLS    UPON    CARGO    TONNAGE. 

For  the  following  reasons  it  is  believed  that  cargo  tonnage  is  neither  a  desirable  nor  a 
practicable  unit  upon  which  to  levy  Panama  Canal  tolls : 

1.  If  tolls  are  to  be  fixed  primarily  with  reference  to  the  Government's  canal  expenses,  the 
logical  basis  for  the  charges  is  the  ship  that  uses  the  canal.  The  service  performed  by  the 
Government  is  that  of  furnishing  and  operating  a  canal  whose  channel,  locks,  fights,  buoys, 
and  auxiliary  appointments  enable  vessels  to  pass  from  one  ocean  to  another.  Each  transit 
of  a  vessel  through  the  canal  represents  the  performance  by  the  Government  of  a  unit  of 
service,  and  it  is  this  service  for  which  the  Government  makes  charges.  Vessel  tonnage  rather 
than  the  contents  of  the  ship  is  the  natural  and  logical  basis  for  canal  dues. 

2.  The  primary  purpose  of  making  cargo  the  basis  of  canal  tolls  is  to  levy  charges  which 
vary  according  to  the  ability  of  different  commodities  to  pay  dues.  The  rates  would  neces- 
sarily vary  with  articles  or  classes  of  articles;  for,  if  all  commodities  were  charged  the  same  rate 
of  toll  per  ton  the  discrimination  against  coal  and  other  minerals,  nitrate,  grain,  lumber,  and 
similar  commodities,  as  compared  with  high-valued  and  relatively  light  package  freight,  would 
be  so  unjust  as  to  be  indefensible.  The  discrimination  resulting  from  charging  the  same  rate 
of  toll  upon  each  ton  of  all  articles  carried  would  be  much  greater  than  that  resulting  from  tolls 
based  upon  vessel  tonnage,  i.  e.,  the  cubical  contents  of  a  vessel's  earning  capacity.  In  order 
to  avoid  unjust  discriminations  in  levying  tolls  upon  cargo  it  would  be  necessary  carefuily  to ' 
classify  ocean  freight  and  to  work  out  a  schedule  of  class  rates  relatively  reasonable  as  between 
the  several  classes  of  commodities.  Doubtless  some  commodities,  as  in  the  case  of  railway 
traffic,  would  be  exempted  from  this  classification  and  would  be  charged  special,  or  commodity, 
tolls.  The  canal  tolls  would  thus  include  class  and  commodity  rates,  and  the  tolls  payable  by 
each  vessel  would  have  to  be  determined  by  calculating  from  the  ship's  detailed  manifest  of 
cargo  the  tonnage  of  each  class  of  goods  contained  in  its  lading. 

3.  The  necessity  of  classifying  ocean  freight  traffic  and  of  collecting  tolls  in  accordance 
with  a  schedule  which  includes  both  class  and  commodity  rates  suggests  the  controlling  reason 
why  the  ship  rather  than  the  cargo  should  be  made  the  basis  of  Panama  tolls.  Canal  charges 
based  upon  cargo  would  be  administratively  impracticable: 

(a)  The  classification  of  ocean  freight  would  be  difficult  to  work  out  and  would  constitute 
a  perennial  problem.  The  railroads  have  found  by  experience  that  the  classification  of  freight 
is  second  in  difficulty  only  to  the  adjustment  of  rates,  and  this,  too,  under  transportation  condi- 
tions more  stable  than  prevail  upon  the  ocean.  Classification  of  freight  and  the  making  of  rates 
are  inseparably  connected,  and  without  the  stable  rates  resulting  from  the  Government  regula- 
tion of  railroads  and  without  the  adjustment  of  the  interrelations  of  railway  companies  made 
possible  by  the  Government  regulation  of  services  and  charges,  the  problems  of  the  classifica- 
tion of  railway  traffic  and  of  making  railroad  rates  would  be  far  more  difficult  than  they  now 
are.  While  it  would  not  be  impossible  to  classify  ocean  freight  and  to  adjust  canal  charges 
with  reference  to  classes  and  special  commodities,  the  difficulties  encountered  would  be  so  great 
as  to  overcome  any  theoretical  advantages  that  might  residt  from  making  the  cargo  rather 
than  the  vessel  the  basis  of  canal  charges. 

(6)  The  calculation  of  the  tonnage  of  the  cargo  composing  the  lading  of  any  particular 
vessel  would  have  to  be  made  from  the  ship's  manifest,  which,  in  the  case  of  a  vessel  carrying 
several  thousand  tons  of  general  freight,  may  contain  many  hundred  entries,  each  entry  ordi- 
narily representing  an  individual  shipment  of  some  particular  commodity.   ■  Over  many  ocean 


36  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

routes  the  freight  taken  by  the  carrier  is  billed  at  carrier's  option  as  weight  or  measurement 
cargo ;  and  oftentimes  the  charges  are  by  article  rather  than  by  weight  or  measurement.  Over 
some  ocean  routes  freight  is  taken  by  weight  and  the  calculation  of  the  tonnage  of  different 
classes  of  freight  and  of  special  commodities  would  not  require  much  time  and  labor;  but,  as 
regards  most  freight  handled  upon  the  ocean,  the  calculation  involved  in  determining  the  ton- 
nage of  the  several  classes  and  of  the  special,  or  "ex-class,"  commodities  included  in  a  ship's 
cargo  would  be  expensive  and  time  consuming.  This  tonnage  calculation  to  determine  the  tolls 
payable  would  have  to  be  made  either  before  the  ship  cleared  from  its  port  of  departure,  or  would 
have  to  be  made  while  the  vessel  was  en  route  between  the  port  of  clearance  and  the  Panama 
Canal.  A  ship's  personnel  does  not  include  a  clerical  force,  and  it  is  probable  that  the  practice 
would  be  to  detain  the  ship  at  the  port  of  clearance  until  the  tonnage  upon  which  tolls  are  to  be 
paid  could  be  calculated  in  the  office  of  the  company  or  of  the  agents  controlling  the  vessel's 
movements.  As  is  well  known,  the  ship's  manifest,  in  its  present  form,  is  the  last  paper  taken 
aboard  the  vessel,  and  in  order  not  to  delay  a  vessel's  clearance  it  is  customary  for  the  steam- 
ship company's  office  force  to  work  overtime  for  one  or  more  days  in  order  to  have  the  ship's 
manifest  ready  as  soon  as  possible  after  the  vessel's  cargo  has  been  put  aboard.  To  make  a 
tonnage  calculation  for  the  purpose  of  preparing  a  statement  of  the  tonnage  of  different  classes 
of  freight  as  a  basis  for  canal  charges  would  so  delay  vessel  movements  as  seriously  to  burden 
ocean  commerce. 

(c)  From  the  Government's  point  of  view,  cargo  would  be  an  undesirable  basis  for  Panama 
tolls,  because  it  would  be  practically  impossible  to  detect  and  prevent  fraud.  A  vessel  pre- 
senting itself  at  the  Panama  Canal  loaded  possibly  with  hundreds  of  different  articles  could 
not  be  so  inspected  by  the  collectors  of  tolls  as  to  check  up  the  company's  statement  of  cargo 
with  the  commodities  listed  in  the  ship's  manifest  or  tonnage  statement.  It  would  be  neces- 
sary for  the  canal  officials  to  accept  the  sworn  statement  of  the  owners  or  master  of  the  ship, 
■and  this  would  open  the'  door  to  fraud.  It  is  true  that  the  Manchester  Canal  Co.  derives  most 
of  its  revenues  from  charges  upon  commodities,  but  this  basis  of  charges  is  possible  because 
the  Manchester  Canal  includes  the  docks  and  warehouses  at  the  ports  of  Manchester  and  other 
places  along  the  waterway.  In  fact,  the  Manchester  Canal  Co.  is  both  a  canal  and  terminal 
company.  Freight  is  loaded  or  discharged  at  Manchester  and  other  canal  ports,  and  the 
officials  of  the  canal  company  can  thus  readily  check  the  carriers'  statements  as  to  commod- 
ities loaded  or  discharged.  In  the  case  of  such  canals  as  the  Kiel,  the  Suez,  or  the  Panama, 
however,  charges  based  upon  commodities  are  administratively  impracticable.  The  canals  are 
merely  transit  routes  where  cargo  is  not  transferred,  loaded,  or  discharged.  To  prevent  fraud  in 
collecting  tolls  at  transit  canals,  it  is  necessary  to  base  the  charges  upon  the  ship  rather  than 
upon  its  cargo. 

DISPLACEMENT    TONNAGE. 

Before  discussing  dead-weight  tonnage,  which  is  applied  to  the  weight  of  cargo  and  fuel  which 
vessels  can  carry,  it  will  be  best  to  explain  displacement  tonnage.  The  displacement  ton  is  a 
unit  applied  to  vessels  and  not  to  cargo,  but  in  order  to  ascertain  the  dead-weight  tonnage 
a  vessel  can  carry  it  is  first  necessary  to  determine  the  vessel's  displacement  tonnage. 

The  displacement  tonnage  of  a  vessel  is  its  weight  in  tons  of  2,240  pounds  avoirdupois, 
and  is  equal  to  the  weight  of  water  displaced  by  the  vessel  when  afloat.  Unless  the  term  is 
qualified,  the  displacement  tonnage  of  a  vessel  is  the  weight  of  the  ship  with  its  crew  and 
supplies  on  board,  but  without  fuel,  passengers,  or  cargo.  This  is  a  vessel's  displacement 
"light."  The  weight  of  water  displaced  by  a  vessel  when  loaded  to  its  "deep-load  line"  is 
its  displacement  "loaded."  The  difference  between  the  displacement  tonnage  of  a  vessel 
when  "light"  and  when  loaded  to  its  "deep-load  line"  is  its  dead-weight  tonnage,  which  is  the 
maximum  weight  of  fuel,  cargo,  and  passengers  that  a  vessel  can  carry. 

A  cubic  foot  of  sea  water  weighs  64  pounds,  or  one-thirty  fifth  of  an  English  long  ton  of 
2,240  pounds  avoirdupois.     Thus  the  contents  in  cubic  feet  of  that  part  of  the  vessel's  hull 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  37 

that  is  below  the  water  line  divided  by  35  equal  the  vessel's  displacement  tonnage.  If  a  ship 
were  box-shaped — that  is,  if  it  were  a  parallelepiped — the  product  of  its  three  dimensions  in 
feet,  its  length,  breadth,  and  its  depth  below  the  water  line,  divided  by  35  would  be  the  dis- 
placement tonnage;  but,  as  vessel  hulls  are  not  parallelepipedons,  the  cubical  contents  of  the 
hull  of  a  ship  have  to  be  calculated  by  means  of  special  mathematical  rules,  such  as  Simpson's 
rules  or  the  trapezoidal  rules.1 

The  ratio  of  the  actual  contents  of  the  submerged  portion  of  a  ship's  hull  to  the  contents 
of  a  parallelepiped  having  length,  breadth,  and  depth  corresponding  to  the  length,  breadth, 
and  draft  of  the  ship  is  the  vessel's  "block  coefficient "  or  its  "coefficient  of  fineness."  A  full- 
shaped,  slow  freight  steamer  has  a  "  block  coefficient "  of  about  0.8 — i.  e.,  the  submerged  portion 
of  the  hull  has  a  volume  equal  to  0.8  of  the  volume  of  a  parallelepiped  with  equal  dimensions. 
The  "block  coefficient"  or  "coefficient  of  fineness"  of  the  average  freight  steamer  varies  from 
0.7  to  0.75,  while  the  coefficient  of  a  combination  freight  and  passenger  steamer  is  about  0.65 ; 
that  of  a  fast  passenger  steamer  is  about  0.6,  while  racing  yachts  may  have  a  coefficient  as  low 
as  0.4.  When  the  "coefficient  of  fineness"  of  a  vessel  is  known,  its  displacement  tonnage  is 
determined  by  multiplying  its  length,  breadth,  and  draft  by  its  "coefficient  of  fineness"  and 
dividing  the  product  by  35. 

In  commercial  practice  it  is  desirable  to  know  a  vessel's  displacement  tonnage  at  any 
given  draft  between  its  "light"  and  "loaded"  lines,  for  the  reason  that  the  difference  between 
the  displacement  of  a  vessel  "light"  and  the  tonnage  of  its  actual  displacement  indicates  the 
weight  of  what  the  ship  contains  other  than  a  crew  and  supplies.  The  displacement  tonnage 
or  weight  of  any  particular  ship  at  any  given  draft  is  shown  by  the  vessel's  "displacement 
curve"  and  scale.     Figure  27  reproduces  a  typical  displacement  curve. 

Figure  27  presents  the  displacement  scale  for  a  small  vessel  which  draws  but  7  feet  of 
water  when  light,  its  displacement  "light"  being  550  tons.  The  vessel  may  load  to  a  maxi- 
mum draft  of  14  feet,  at  which  draft  its  displacement  is  1.400  tons.  The  deadweight  capacity 
of  the  ship  is  thus  850  tons.  It  may  be  noted  in  passing  that  the  ship  is  permitted  to  be  loaded, 
so  that  it  has  but  2  feet  of  freeboard,  the  freeboard  being  the  distance  between  the  level  of  the 
upper  deck  and  the  "deep-load  line."  Vessels  engaged  in  the  oversea  trade  would  not  be  per- 
mitted to  have  such  a  small  freeboard. 

The  figure  also  gives  the  ship's  displacement  curve.     The  curve  is  drawn  as  follows: 

At  the  left  the  draft  of  the  vessel  and  its  freeboard  are  given  in  a  perpendicular  scale,  which 
may  be  assumed  to  have  been  drawn  to  a  scale  of  1  inch  to  1  foot.  From  the  top  of  this  vertical 
scale,  a  horizontal  scale  is  so  constructed  that  1  inch  equals  100  tons  of  displacement.  By 
drawing  horizontal  lines  through  the  points  indicating  the  draft  of  the  vessel  at  different  drafts 
from  zero  to  14  feet  and  by  drawing  vertical  lines  through  the  points  in  the  horizontal  scale  • 
corresponding  to  the  number  of  tons  of  displacement  at  various  drafts  from  zero  to  14  feet,  and 
by  drawing  a  curve  through  the  points  of  the  intersection  of  the  horizontal  and  vertical  lines, 
the  curve  of  the  ship's  displacement  is  located.  With  this  displacement  curve  known,  the  dis- 
placement of  the  vessel  at  any  given  point  in  its  draft  can  be  read  off  from  the  displacement 
scale. 

ADVANTAGES  AND  DISADVANTAGES  OF  DISPLACEMENT  TONNAGE  AS  A  BASIS  OF  PANAMA  TOLLS. 

If  displacement  were  made  the  basis  of  Panama  tolls  the  charges  might  be  placed  either 
upon  the  vessel's  displacement  tonnage  when  loaded  to  the  deep-load  line,  or  upon  its  displace- 
ment tonnage  at  its  actual  draft,  when  applying  at  the  canal  for  passage  through  the  waterway. 
If  the  displacement  of  the  vessel  at  its  actual  draft  when  passing  through  the  canal  were  made 
the  basis  of  the  tolls,  the  charges  would  be  levied  upon  the  weight  of  the  ship  plus  the  weight 
of  the  cargo,  passengers,  and  fuel  it  might  have  on  board.  The  tolls  would  thus  vary  with  the 
lading  of  the  ship. 

1  Mathematical  rules  for  the  calculation  of  the  contents  of  the  hulls  of  ships  are  explained,  among  other  places,  in  Chapter  X  of  the  book  Know 
Your  Own  Ship,  by  Thomas  Walton,  London.  1909. 


38  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Displacement  tonnage  would  have  the  following  advantages  as  a  basis  for  canal  charges : 

1.  It  would  be  easy  to  determine  the  tonnage  upon  which  tolls  were  to  be  paid.  The 
vessel's  displacement  scale  states  its  displacement  tonnage  at  any  draft  up  to  the  deep-load  line, 
which  represents  the  vessel's  maximum  draft.  The  displacement  scale  would  indicate  the 
number  of  tons  upon  which  the  vessel  applying  for  passage  through  the  canal  would  have  to 
pay  tolls. 

2.  Tolls  based  upon  the  displacement  of  a  vessel  at  its  actual  draft  would  vary  with  the 
ship's  lading,  and  vessels  without  cargo  or  with  a  light  load  would  pay  less  than  the  ship  would 
pay  when  fully  laden.  In  the  case  of  low-powered  cargo  steamers,  the  weight  of  a  vessel  when 
"light "  might  be  half  or  less  than  half  the  weight  of  the  vessel  when  fully  loaded,  and  the  amount 
of  tolls  payable  by  such  ships  w^ould  be  largely  affected  by  the  extent  to  which  the  vessel's 
cargo  capacity  was  occupied  with  freight.  On  the  contrary,  high-powered  passenger  steamers 
have  relatively  small  capacity  for  carrying  cargo.  So  much  machinery  and  fuel  are  required  to 
secure  high  speed  that  the  weight  of  the  vessel  "light"  will  probably  be  at  least  three-fourths 
of  its  weight  when  loaded.  In  the  case  of  fast  passenger  steamers,  there  is  comparatively  little 
difference  in  the  weight  of  the  vessel  when  its  passenger  and  freight  accommodations  are  Unoccu- 
pied and  when  they  are  rilled.  Such  steamers,  however,  constitute  a  relatively  small  share  of 
the  tonnage  of  the  world's  deep-sea  marine.  For  most  ships,  tolls  based  upon  the  tonnage 
of  actual  displacement  would  vary  materially  with  the  lading  of  the  vessels. 

3.  An  advantage  of  minor  importance  which  displacement  tonnage  would  have  as  a  basis 
for  tolls  would  be  that  merchant  vessels  and  warships  would  pay  charges  upon  the  same  kind 
of  tonnage.  Displacement  is  the  only  logical  basis  for  tolls  upon  warships,  and  if  merchant 
vessels  do  not  pay  canal  levies  upon  displacement,  the  charges  must  be  levied  upon  two  different 
bases.  While  the  inconvenience  resulting  from  this  would  be  relatively  slight,  it  obviously 
would  be  better  to  have  a  single  rather  than  a  dual  basis  for  canal  charges. 

The  disadvantages  resulting  from  the  adoption  of  displacement  as  a  basis  for  canal  charges 
upon  vessels  of  commerce  outweigh  the  advantages,  and  may  be  briefly  stated  as  follows: 

1.  Unless  actual  displacement  were  made  the  basis  of  canal  charges,  every  vessel  would  be 
obliged  to  have  marked  upon  its  hull  by  official  action  of  the  appropriate  authority  its  light  line 
and  its  deep-load  line,  because  the  location  of  these  lines  would  affect  the  amount  of  tolls  payable. 
Freight  ships  under  the  British  flag  have  the  plimsoll  mark  placed  upon  the  hull,  indicating 
the  draft  to  which  the  rules  of  the  British  Board  of  Trade  and  Lloyd's  Association  permit  the 
vessel  to  be  loaded.  Passenger  ships  which  carry  comparatively  little  cargo,  and  which  usually 
have  several  decks  above  the  main  deck,  always  have  much  more  freeboard  than  the  minimum 
requirements  of  the  law,  and  thus  there  is  no  occasion  for  them  to  have  a  Plimsoll  mark  or  a 

.  load  line  upon  then  hulls.  If,  however,  the  maximum  load  displacement  were  made  the  basis 
of  canal  charges,  it  would  be  necessary  for  passenger  ships  to  have  their  load  line  officially 
determined,  although  the  action  taken  in  locating  this  load  line  would  have  to  follow  rules 
largely  artificial  in  character. 

Quite  as  much  difficulty  would  be  encountered  in  establishing  officially  any  vessel's  light 
draft,  for  the  reason  that  the  vessel's  light  line  locates  the  ship's  draft  when  equipped  for  a  voyage 
with  fittings,  crew,  and  supplies.  Vessels  have  their  light  line  established  without  fuel  on  board, 
but  an  increasing  number  of  vessels  now  use  oil  instead  of  coal  for  fuel  and  the  oil  thus  used  is 
often  carried  in  tanks  which,  ha  the  case  of  coal-burning  steamers,  would  probably  be  used  for 
water  ballast.  An  oil-burning  steamer  when  light  may  have  less  water  ballast  than  a  coal- 
burning  steamer.  The  draft  of  a  vessel  without  cargo  or  passengers  would  not  be  the  same  at 
"all  times  or  for  all  voyages.  Thus  the  establishment  of  any  vessel's  light  line  would  necessarily 
result  from  the  application  of  arbitrary  rules  difficult  to  formulate  and  more  difficult  to  apply. 

2.  If  the  actual  displacement  tonnage  of  a  vessel  at  the  time  of  its  application  for  passage 
through  the  canal  is  made  the  basis  of  tolls,  shipmasters  may  seek  to  lessen  the  vessel's  draft 
temporarily  by  reducing  the  amount  of  water  ballast  to  a  minimum  limit  as  the  entrance  to 
the  canal  is  approached,  in  order  that  the  vessel  may  thereby  have  less  draft  and  be  required 
to  pay  less  tolls.     When  the  vessel  passes  from  the  canal  to  the  sea,  the  ballast  tanks  could 


MEASUREMENT    OF    VESSELS    FOR   PANAMA   CANAL.  39 

again  readily  be  filled,  and  the  ship's  necessary  ballast  at  sea  could  in  this  manner  be  easily 
replaced.  It  might  also  be  possible  for  coal  companies  or  even  steamship  companies  to  establish 
stations  a  slight  distance  from  each  entrance  to  the  canal  for  the  purpose  of  enabling  vessels 
to  replenish  their  bunkers  or  tanks  after  having  passed  through  the  canal  and  having  paid 
the  tolls.  By  entering  the  canal  with  a  minimum  amount  of  coal  in  the  bunkers,  and  by  coaling 
just  after  departing  from  the  canal,  a  vessel  would  avoid  the  payment  of  tolls  upon  the  weight 
of  fuel  it  would  normally  carry. 

3.  The  chief  and  conclusive  reasons  for  basing  tolls  neither  upon  the  actual  displacement 
nor  upon  the  deep-load  line  displacement  of  vessels  are  that  such  tolls  would  be  unfair  as  between 
different  types  of  ships,  and  would  violate  the  fundamental  principle  of  giving  main  consideration 
to  earning  capacity  in  levying  canal  charges.  Tolls  upon  the  weight  or  displacement  of  ships 
would  be  unfair  as  between  different  types  of  vessels,  because  fast  passenger  steamers  have 
maximum  weight  in  machinery,  fittings,  and  fuel  as  compared  with  the  weight  of  paying  load, 
while  slow  cargo  steamers  have  a  maximum  capacity  for  freight  as  compared  with  the  weight 
of,  and  space  occupied  by,  machinery,  fittings,  and  fuel.  In  the  case  of  the  passenger  steamer, 
the  paying  load  is  relatively  light  as  compared  with  the  nonpaying  weight  or  "tare,"  while  the 
freight  steamer  has  an  earning  load  heavy  in  relation  to  "tare."  Otherwise  stated,  the  fast 
ship  of  "fine"  lines  has  a  large  displacement  and  small  dead-weight  capacity,  while  the  ship 
with  "full"  fines  has  large  carrying  space  in  relation  to  light  displacement.  It  is  manifest  that 
injustice  as  among  different  types  of  ships  must  result  from  taxing  them  upon  the  basis  of 
their  weight.  In  order  to  make  tolls  equitable  for  different  classes  of  ships,  it  is  necessary  to 
base  the  charges  primarily  upon  either  what  the  ship  is  carrying  or  upon  its  earning  capacity. 

One  method  of  levying  tolls  upon  what  the  ship  is  carrying  is  to  make  "dead-weight" 
tonnage  the  basis  of  the  charges ;  and,  in  order  to  determine  whether  that  would  be  a  desirable 
basis  for  Panama  tolls,  it  is  necessary  to  explain  briefly  what  is  meant  by  "dead-weight" 
tonnage  and  what  would  result  from  making  it  the  basis  of  dues  payable  for  the  use  of  the  canal. 

DEAD-WEIGHT    TONNAGE. 

A  vessel's  dead-weight  tonnage  is  the  difference  between  the  weight  or  displacement  of 
the  vessel  when  "fight"  and  when  loaded  to  its  maximum  authorized  draft.  It  is  the  number 
of  tons  avoirdupois  that  the  ship  can  cany  of  fuel,  cargo,  and  passengers;  it  is  the  vessel's 
dead-weight  capability,  its  carrying  power. 

The  term  dead-weight  is  also  applied  in  commercial  practice,  to  some  extent,  to  the  weight 
of  coal  and  cargo  actually  aboard  a  ship  at  a  given  time.  In  this  sense  the  dead-weight  tonnage 
of  a  ship  at  any  particular  draft  is  the  difference  between  its  displacement  "fight"  and  its 
displacement  at  its  actual  draft. 

Would  it  be  wise  to  levy  tolls  either  upon  a  ship's  maximum  dead-weight  tonnage  or  upon 
the  dead-weight  of  the  fuel  and  lading  actually  aboard  a  vessel  at  the  time  of  application  for 
passage  through  the  canal?  As  an  argument  in  favor  of  tolls  upon  maximum  dead-weight 
tonnage,  it  is  urged  that  charges  based  upon  the  ship's  carrying  power  are  placed  upon  the 
weight  from  which  the  owners  of  the  ship  may  derive  traffic  revenues.  This  argument  is 
strengthened  by  the  fact  that  the  rates  charged  for  the  use  of  chartered  vessels — i.  e.,  charter 
rates— are  upon  dead-weight  tonnage  and  that,  inasmuch  as  a  large  share  of  ocean  freight  is 
transported  in  chartered  vessels,  the  commercial  world  is  accustomed  to  charges  based  upon 
dead-weight  tonnage. 

The  advantages  to  be  derived  from  making  maximum  dead-weight  tonnage  the  basis  of 
canal  tolls  are,  however,  more  than  offset  by  the  objections  to  making  that  tonnage  the  unit  of 
canal  charges : 

1.  Freight  ships,  especially  those  employed  in  the  transportation  of  bulk  cargoes,  would  be 
heavily  taxed,  because  of  their  large  carrying  power,  while  passenger  steamers  having  compara- 
tively little  dead-weight  capability  would  be  but  lightly  burdened  with  canal  tolls.  Uidess  the 
rates  of  toll  were  different  for  different  types  of  ships,  there  woufd  be  relative  injustice  as  among 
different  classes  of  vessels. 


40  MEASUREMENT   OF  VESSELS  EOR   PANAMA  CANAL. 

2.  Even  as  between  freight  ships  carrying  different  kinds  of  cargo  the  charges  would  be 
inequitable.  The  tolls  payable  would  be  largest  for  vessels  loaded  with  the  heaviest,  and  thus 
ordinarily  the  cheapest,  commodities.  Minerals,  nitrate,  lumber,  grain,  and  other  bulk  com- 
modities have  large  weight  in  comparison  with  value,  and  the  canal  tolls  would  fall  most  heavily 
upon  the  classes  of  commodities  that  ought  to  be  most  favored  by  the  tolls.  If  cargo  were 
made  the  basis  of  tolls,  articles  which  are  shipped  as  package  freight  ought  to  be  charged  tolls 
not  upon  their  weight  but  u  pon  their  measurement  tonnage — 40  cubic  feet,  instead  of  2,240 
pounds,  being  considered  a  ton.  This  would  probably  not  be  practicable,  but  unless  it 
were  done  the  discrimination  against  heavy  bulk  cargoes  would  be  unjust  to  the  shippers  of 
"  dead  weight  freight."  Carriers,  moreover,  would  find  tolls  upon  weight  of  cargo  less  desira- 
ble than  charges  upon  space  occupied  by  freight. 

Would  it  be  advisable  to  base  Panama  Canal  tolls  upon  the  actual  weight  carried  by  vessels 
using  the  canal?  It  would  seem  offhand  that  tolls  upon  the  actual  weight  borne  by  the  vessel 
would  be  on  a  proper  and  desirable  basis.  Ocean  carriers  would  thus  be  called  upon  to  pay 
charges  for  the  use  of  the  canal  varying  with  the  amounts  transported  through  the  waterway. 
The  tolls  would  not  be  placed  upon  the  vessel,  but  upon  what  is  in  the  ship,  and  would  be  made 
to  vary  with  the  weight  of  the  vessel's  burden.  Moreover,  the  tonnage  upon  which  tolls  were 
payable  could  theoretically  be  obtained  without  difficulty.  It  would  be  necessary  only  to  read 
off  from  the  vessel's  displacement  or  dead-weight  scale  the  difference  between  the  ship's  "light" 
displacement  and  its  actual  displacement  at  the  time  of  passing  through  the  canal. 

As  a  matter  of  fact,  however,  the  objections  to  tolls  based  upon  the  actual  weight  carried 
by  vessels  are  stronger  than  the  merits  of  such  a  system  of  charges.  There  are  the  same  prac- 
tical and  equitable  reasons  against  making  actual  dead-weight  carried  the  basis  of  canal  charges 
as  there  are  against  the  maximum  dead-weight  tonnage  as  a  basis  for  tolls.  There  would  be 
the  same  difficulty  encountered  in  deciding  what  should  be  considered  the  "light"  draft  of  a 
vessel  and  thus  what  should  be  taken  to  be  its  "light"  displacement.  Likewise  there  would 
be  the  same  inequity  of  charges  as  among  different  types  of  ships  and  as  between  similar 
ships  carrying  different  kinds  of  cargo. 

"BLOCK    DISPLACEMENT." 

A  variation  from  the  method  of  levying  tolls  upon  a  vessel's  actual  displacement  at  the 
time  of  passage  through  the  canal  would  be  to  levy  the  charges  upon  the  vessel's  so-called 
"block  displacement"  or  upon  the  cubical  contents  obtained  by  multiplying  the  length  of  a 
vessel's  load  water  line  by  the  vessel's  breadth  at  the  water  line  by  its  draft  at  any  particular 
time.  It  would  be  the  displacement  of  a  parallelopipedon  circumscribing  the  vessel,  or  of  a  block 
with  dimensions  equal  to  the  length,  beam,  and  draft  of  a  vessel  at  the  time  of  passage  through 
the  canal.  The  term  "block  displacement"  is  not  generally  used  in  tonnage  literature,  nor 
is  the  tonnage  obtained  by  calculating  the  "block  displacement"  at  present  utilized  for  any 
purpose.1 

"Block  displacement"  has  never  been  adopted  as  a  basis  for  canal  tolls,  dock,  or  other 
port  dues,  or  tonnage  taxes,  nor  has  it  ever  been  used  as  the  basis  for  registering  ships.  Yet 
the  idea  of  making  "block  displacement"  the  basis  of  shipping  charges  is  a  very  old  one.  It 
was  proposed  in  France  as  a  possible  basis  for  dock  charges  by  the  French  naval  architect 
Bouguer  as  early  as  1746. 2  It  was  not  adopted  as  the  basis  for  dock  charges,  and  Bouguer  did 
not  propose  it  as  a  possible  basis  for  registering  vessels  or  for  any  other  purpose. 

The  tonnage  determined  by  calculating  the  "block  displacement"  was  also  proposed  to 
the  Royal  Commission  on  Tonnage  of  1881,  and  was  considered  by  that  commission  together 
with  other  possible  bases  for  dock  charges.3  The  majority  of  that  commission  rejected  all  ton- 
nage, bases,  except  net  tonnage;  one  member  of  the  commission  favored  dead-weight  tonnage, 

1  This  system  was  proposed  as  the  basis  for  canal  tolls,  and  the  term  "  block  displacement "  was  coined  by  Capt.  C  A.  McAllister,  Engineer 
in  Chief  of  the  United  States  Revenue-Cutter  Service.    Hearings  before  HouseCommitteeonlnterstateand  Foreign  Commerce,  Jan.  15, 1912,p.  436. 

2  See  White's  Manual  of  Naval  Architecture  (5th  Ed.  J,  pp.  51  and  71-72. 

3  See  Appendix  XVIII. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  41 

and  another  displacement  tonnage;  but  the  "block  displacement"  idea  was  unanimously 
rejected. 

Until  suggested  as  a  basis  for  Panama  tolls,  "block  displacement"  had  been  considered 
only  as  a  tonnage  upon  which  to  impose  dock  charges.  The  tonnage  obtained  by  multiplying 
a  vessel's  length  by  its  breadth  and  draft  would  roughly  indicate  the  water  space  occupied  by 
a  ship  when  in  a  dock,  hence  the  suggestion  that  the  space  so  occupied  would  be  a  fair  basis 
for  docK  charges.  Obviously,  the  "block  displacement"  of  vessels  of  different  types  has  little 
relation  to  their  earning  capacity.  As  is  stated  by  the  British  naval  architect,  Sir  W.  H.  White, 
the  proposal  that  "block  displacement"  should  be  made  the  basis  of  shipping  charges,  "pro- 
ceeds upon  the  assumption  that  dock  and  harbor  dues  should  be  paid  on  service  rendered,  and 
not  on  the  earning  powers  of  ships;  and  this  assumption,  as  has  been  shown,  is  not  generally 
admitted.  *  *  *  In  view  of  the  full  discussion  of  the  subject  in  1881,  and  the  recommenda- 
tions of  the  Royal  Commission,  as  well  as  the  continuous  extensions  of  international  obligations, 
it  is  obvious  that  the  Moorsom  system  '  is  now  more  thoroughly  established  than  ever,  and  that 
no  change  seems  probable,  except  as  regards  improvement  in  details."2 

The  advantages  of  "block  displacement"  as  a  basis  for  canal  tolls  would  be  those  stated 
above  in  connection  with  actual  displacement,  with  the  additional  advantage  of  greater  sim- 
plicity. The  tonnage  or  measurement  officials  of  the  Panama  Canal  could  easily  measure  the 
length,  breadth,  and  draft  of  a  vessel  applying  for  transit  through  the  Canal,  and  there  would 
be  no  necessity  to  consult  the  displacement  curves  and  scales  or  other  documents  carried  by 
the  vessel. 

"Block  displacement"  would  have  the  same  objections  that  actual  displacement  has  as  a 
basis  for  Panama  charges,  with  the  additional  objection  that  block  displacement  is  not  the 
measure  of  anything  actually  in  existence.  Vessels  are  not  block  shaped;  their  coefficients  of 
fineness  vary  from  0.4  to  0.9.  "Block  displacement"  would  discriminate  most  unfairly  against 
vessels  with  fine  lines,  the  discrimination  increasing  with  the  extent  to  which  a  vessel  varied 
from  the  shape  of  the  blunt  freight  steamer  and  the  barge. 

Tolls  levied  upon  "block  displacement "  would  violate  the  principle  of  basing  canal  charges 
upon  the  earning  capacity  of  vessels.  As  will  be  explained  in  Chapters  V  and  VII,  net  tonnage, 
accurately  determined,  represents  the  actual  earning  capacity  of  each  vessel.  If  earning 
capacity  is  the  proper  basis  upon  which  to  levy  Panama  tolls,  the  charges  can  not  be  imposed 
upon  "block  displacement." 

i  The  Moorsom  system  of  determining  the  tonnage  of  vessels  is  described  in  the  following  chapter. 
2  Manual  of  Naval  Architecture,  p.  72. 

61861°— 13 4 


CHAPTER    IV 


GROSS  TONNAGE  AND  ITS  MEASUREMENT. 

43 


CHAPTER  IV. 


GROSS  TONNAGE  AND  ITS  MEASUREMENT. 

Gross  and  net  tonnage  are  terms  applied  to  vessels  and  not  to  commodities.  One  hundred 
cubic  feet  of  space  is  a  vessel  ton,  and  the  gross  tonnage  of  a  vessel  is  the  number  of  tons  of 
100  cubic  feet  within  the  ship's  closed-in  spaces. 

The  cubical  contents  of  the  closed-in  spaces  within  any  particular  vessel  would  seem  to  be 
a  fixed  quantity  definitely  determinable,  and  would  supposedly  be  the  same  whatever  the 
flag  of  the  ship  or  in  whatever  country  the  vessel  is  registered;  but  the  several  national  rides 
for  the  measurement  of  vessels  define  closed-in  spaces  differently,  and  these  rules  vary  as  to 
what  spaces  shall  be  exempted  from  measurement,  and  thus  from  gross  tonnage.  Moreover, 
the  Suez  Canal  Co.'s  measurement  rules  are  different  from  nearly  all  the  national  rules. 

The  present  rules  or  methods  followed  in  measuring  vessels  to  determine  their  gross 
tonnage  originated  with  Mr.  George  Moorsom,  of  England,  and  were  first  embodied  in  law  in 
the  British  tonnage  act  of  1854.  The  Moorsom  rules  for  the  measurement  of  vessels  have 
since  then  been  adopted  by  practically  all  countries  of  the  world  and  are  now  everywhere 
followed,  although,  as  will  presently  be  pointed  out,  the  practice  of  the  several  nations  of 
the  world  as  to  the  exemption  and  measurement  of  spaces  within  vessels  is  far  from  uniform. 

Prior  to  1854  vessels  were  measured  by  brief  rules  which  produced  only  approximately 
correct  results.  Those  in  force  in  England  were  established  by  the  "new  measurement" 
law  of  1836.  The  need  for  improvement  in  the  rules  having  become  evident,  the  com- 
missioners of  the  admiralty,  at  the  request  of  the  Board  of  Trade,  appointed  a  committee 
in  1849  to  recommend  changes  in  the  rules.  The  following  year  this  committee  recommended 
that  the  contents  of  vessels  should  no  longer  be  determined  by  internal,  but  by  external, 
measurement.  Mr.  Moorsom  was  honorary  secretary  of  this  commission,  but  did  not  approve 
of  its  recommendation.  When  it  became  evident  that  the  report  of  1850  was  not  to  be 
accepted,  Mr.  Moorsom  formulated  the  measurement  rides  which  now  bear  his  name.  These 
rules  were  approved  by  the  Board  of  Trade  and  made  law  by  act  of  Parliament. 

Mr.  Moorsom  worked  out  an  exact  mathematical  method  or  formula  for  determining  the 
cubical  contents  of  vessels,  and  the  ships  then  registered  under  the  British  flag  were  measured 
by  these  rules.  It  was  found  that  the  cubical  contents  of  the  entire  British  merchant  marine 
was  363,412,456  cubic  feet.  At  that  time  the  total  registered  tonnage  of  the  fleet  was  3,700,000. 
The  ratio  of  the  number  of  cubic  feet  of  contents  to  the  number  of  tons  register  was  98.22  to  1. 
It  was  the  desire  of  the  British  Government  to  make  as  little  change  as  possible  in  the  registered 
tonnage,  and  it  was  accordingly  suggested  by  Mr.  Moorsom  that  in  order  to  simplify  calculations 
100  cubic  feet  instead  of  98.22  should  be'considered  a  gross  ton.     Tnis  suggestion  was  adopted. 

Mr.  Moorsom's  recommendations  regarding  measurement  rules  and  tonnage  were  embodied 
in  Rules  1,  2,  and  3  of  the  tonnage  act  of  1854.  These  rules,  as  now  in  force,  are  printed  in 
full  in  Appendix  III  to  this  volume.  Rule  1  prescribes  a  method  for  measuring  empty  vessels, 
Rule  2  states  how  laden  vessels  shall  be  measured,  and  Rule  3  prescribes  the  rules  to  be  followed 
in  measuring  the  space  occupied  by  the  engine  and  machinery  of  steamships.  In  their  present 
form  the  rules  differ  only  in  minor  respects  from  those  originally  formulated  by  Mr.  Moorsom. 

The  first  country  to  follow  England  in  the  adoption  of  the  Moorsom  system  of  measuring 
spaces  and  the  Moorsom  ton  was  the  United  States,  which  embodied  them  without  change  in 
the  act  of  1864.  The  Suez  Canal  Co.'s  measurement  rules  were  formulated  by  the.  International 
Tonnage  Commission  which  met  at  Constantinople  in  1873.  These  rules  provided  that  the 
gross  tonnage  of  vessels  shall  be  determined  by  the  Moorsom  system  and  be  expressed  in 

45 


46  MEASUREMENT  OF   VESSELS  FOK  PANAMA  CANAL. 

Moorsom  tons.  Thus,  by  the  action  of  the  International  Tonnage  Commission  and  by  the 
laws  of  the  United  States  and  other  countries,  a  vessel  ton  is  everywhere  100  cubic  feet,  and 
the  contents  of  vessels  are  determined  by  the  Moorsom  system  of  measurement.  The  rules, 
however,  concerning  the  spaces  that  shall  be  included  in  gross  tonnage  vary  with  different  coun- 
tries, and  the  regulations  of  the  Suez  Canal  Co.  are  different  from  nearly  all  the  national  rules. 

Dissimilarity  in  the  several  measurement  codes  is  due  to  the  fact  that  some  include 
spaces  which  are  exempted  by  other  rules.  Thus  the  same  ship  would  not  have  the  same 
measured  contents  and  would  not  have  the  same  gross  tonnage  by  British,  American,  and 
Suez  rules.  It  is  obvious  that  if  gross  tonnage  were  made  the  basis  of  Panama  tolls  it  would 
not  be  possible  to  accept  tbe  gross  register  tonnage  of  vessels  as  stated  in  their  national  registry 
certificates,  because  ships  of  the  same  size  having  different  gross  register  tonnage  would  not  be 
treated  "on  terms  of  entire  equality,  so  that  there  shall  be  no  discrimination  *  *  *  in 
respect  of  the  conditions  .or  charges  of  traffic."  The  Hay-Pauncefote  treaty  would  be  violated 
if  Panama  tolls  were  collected  in  accordance  with  the  gross  tonnage  of  vessels  as  stated  in  the 
ship's  papers. 

In  discussing  the  measurement  of  vessels  to  determine  their  gross  and  net  tonnage  it  is 
necessary  to  keep  in  mind  the  distinction  between  "exemption"  and  "deduction"  from  measure- 
ment. Measurement  rules  stipulate  what  spaces  shall  be  measured  to  determine  a  vessel's 
gross  tonnage  and  what  part  of  the  vessel  shall  be  exempted  from  measurement,  while  the 
rules  governing  the  determination  of  net  tonnage  specify  which  of  the  spaces  that  have  been 
measured  shall  be  deducted.  Net  tonnage,  as  will  be  explained  later  in  detail,  is  ascertained 
by  deducting  from  the  contents  of  the  spaces  that  have  been  measured  and  included  in  gross 
tonnage  the  contents  of  such  spaces  as  the  rules  designate  shall  not  be  included  within  the  net 
tonnage  of  the  vessel.  The  gross  tonnage  of  a  vessel  depends  upon  the  spaces  exempted  from 
and  upon  the  spaces  included  within  the  measurement,  while  a  ship's  net  tonnage  is  affected 
by  the  specifications  of  the  rules  as  to  the  exemption  of  spaces  from  measurement  and  as  to  the 
deductions  to  be  made  from  the  spaces  included  within  the  gross  tonnage.  The  rules  regarding 
the  measurement  and  exemption  of  vessels  control  the  gross  tonnage  and  indirectly  determine 
the  net  tonnage  of  vessels. 

In  order  to  collect  the  same  Panama  tolls  from  vessels  of  like  size  and  capacity,  it  is  neces- 
sary that  the  gross  tonnage  of  the  vessels  shall  be  determined  by  the  same  rules.  Although 
the  tolls  are  levied  upon  net  tonnage,  it  is  none  the  less  necessary  that  the  measurement  rules 
should  stipulate  what  shall  be  included  in  gross  tonnage  as  well  as  what  shall  be  deducted 
therefrom  in  the  calculation  of  net  tonnage. 

Spaces  of  a  surprising  number  are  differently  treated  by  the  several  rules  for  the  measure- 
ment of  vessels.  As  will  be  brought  out  later  in  this  chapter,  the  leading  national  rules  and 
those  of  the  Suez  Canal  Co.  have  different  provisions  as  to  the  exemption  or  measurement,  in 
whole  or  in  part,  (1 )  of  the  light  and  air  and  funnel  spaces  above  the  engine  and  boiler  room ;  (2) 
of  spaces  within  such  superstructures  as  the  forecastle,  poop,  bridge,  wheelhouses,  donkej'-engine 
house,  the  house  or  rooms  in  which  charts  and  navigation  instruments  are  kept,  galleys,  bakeries, 
cookhouses,  toilets,  bathrooms,  crew  quarters,  lockers  for  anchor  chain,  and  lookout  houses; 
and  (3)  spaces  under  the  uppermost  full-length  deck  usually  called  the  shelter  deck.  The 
location  of  these  superstructures  and  spaces  upon  typical  ships  is  indicated  in  the  longitudinal 
profiles  presented  in  Chapter  II. 

The  variations  in  the  rules  governing  gross  tonnage  and  in  the  regulations  or  instructions 
issued  for  the  guidance  of  measurers  in  applying  rules  result  mainly  from  the  different  inter- 
pretations that  have  been  put  by  law  and  practice  upon  the  terms  "closed-in"  and  "open" 
spaces.  The  gross-measurement  laws  of  practically  all  countries  are  based  upon  the  British 
Merchant  Shipping  Act  of  1854,  which  provided  that — 

If  there  is  a  break,  a  poop,  or  any  other  permanent  closed-in  space  on  the  upper  deck  available  for  cargo  or  stores, 
or  for  the  berthing  or  accommodation  of  passengers  or  crew,  the  tonnage  of  such  space  shall  be  ascertained  *  *  * 
and  shall  be  added  to  its  tonnage. 


MEASUREMENT   OF  VESSELS  FOR   PANAMA  CANAL.  47 

The  meaning  of  this  law  hinged  upon  the  interpretation  given  to  the  words  ''permanent 
closed-in  space."  It  was  the  practice  of  the  Board  of  Trade  after  the  enactment  of  the  law  of 
1854  to  measure,  and  thus  to.  include  in  the  gross  tonnage,  the  closed-in  spaces  and  super- 
structures above  the  uppermost  deck  and  also  all  spaces  under  that  deck.  Within  a  few  years, 
however,  it  came  to  be  the  practice  of  shipbuilders  to  leave  one  or  more  openings,  other  than 
the  regular  hatchways,  in  the  uppermost,  deck  in  the  manner  described  above  in  Chapter  II. 
These  "tonnage"  openings,  while  not  constructed  as  hatchways,  might  be  covered  over  with 
planks  and  tarpaulins  at  sea  during  rough  weather.  The  owners  of  the  vessels  with  these 
"tonnage"  hatches  or  openings  claimed  exemption  from  measurement  of  the  space  between 
the  uppermost  deck  and  the  deck  below  it,  which  at  that  time  was  the  main  deck  of  the  vessel. 
The  Board  of  Trade  refused  to  exempt  the  space  between  what  came  to  be  called  the  shelter 
deck  and  the  deck  below  it;  but  the  Clyde  Steam  Navigation  Co.  of  Glasgow,  in  1875,  in  the 
case  of  the  steamer  Bear,  secured  a  decision  from  the  House  of  Lords,  which  required 
the  Board  of  Trade  to  treat  as  "open,"  and  thus  to  be  exempted  from  measurement,  the 
space  under  the  uppermost  continuous  deck  through  which  there  were  one  or  more  openings 
other  than  the  regular  hatchways. 

Efforts  to  secure  an  amendment  to  the  act  of  1854  that  would  so  define  closed-in  and  open 
spaces  as  to  enable  the  Board  of  Trade  to  enforce  the  law  as  it  had  been  enforced  before  the 
decision  of  the  House  of  Lords  in  the  Bear  case,  proved  ineffective;  and  in  consequence  the 
British  rules  still  exempt  from  measurement  large  spaces  actually  used  for  the  stowage  of  cargo. 
The  present  requirements  of  the  Board  of  Trade  regarding  the  exemption  of  spaces  are  as  follows: 

The  attention  of  the  surveyors  is  called  to  the  following  points  relating  to  the  exemption  from  measurement  of 
spaces  situated  above  the  upper  deck: 

The  minimum  width  and  height  of  the  permanent  openings  in  the  bulkheads  is  fixed  at  3  feet  and  4  feet,  respec- 
tively, and  if  coamings  are  fitted  thereto  their  height  must  not  exceed  2  feet. 

This  rule  also  applies  when  exemption  from  measurement  is  claimed  for  the  space  between  the  upper  and  shelter 
decks,  when  such  spaces  are  subdivided  by  one  or  more  transverse  bulkheads. 

A  single  opening  on  one  side  of  a  bulkhead  is  not  considered  sufficient  to  entitle  the  space  thus  partitioned  off  to 
exemption,  unless,  in  addition  to  this,  there  are  a  number  of  freeing  ports  and  scuppers  fitted  on  each  side  of  the  space 
claimed.  In  such  cases  the  owner's  application  for  exemption  and  also  a  sketch  of  the  space  drawn  to  scale  must 
be  forwarded  to  the  principal  surveyor  for  tonnage  for  examination,  aDd  exemption  must  not  be  allowed  without  the 
Board's  approval.  In  shelter  deck  cases,  when  the  permanent  deck  opening  is  situated  aft,  there  must  be  at  least  two 
openings  in  all  the  transverse  bulkheads  in.  the  'tween  deck  on  the  fore  side  of  it  to  entitle  the  space  to  exemption. 

As  regards  the  dimensions  of  the  permanent  middle  line  opening  in  the  shelter  deck,  the  length  must  not  be  less 
than  4  feet  clear  opening,  and  the  width  must  at  least  be  equal  to  that  of  the  after  cargo  hatch  upon  the  same  deck. 
The  distance  between  the  after  edge  of  the  deck  opening  and  the  aft  side  of  the  sternpost  must  not  be  less  than  one- 
twentieth  the  registered  length  of  the  vessel,  or  if  placed  forward  the  fore  side  must  not  be  less  than  one-fifth  the  length 
of  the  vessel  from  the  stem. 

The  builders  of  vessels  engaged  in  the  transportation  of  miscellaneous  cargoes  are  careful 
so  to  construct  the  ships  as  to  bring  them  within  the  technical  requirements  of  the  Board  of 
Trade  as  to  open  spaces,  although  the  larger  part  of  the  technically  open  spaces  is  actually  used 
for  stowing  cargo. 

The  Suez  rules  concerning  both  gross  and  net  tonnage  were  formulated  by  the  Interna- 
tional Tonnage  Commission,  which  met  at  Constantinople  in  the  autumn  of  1873.  The  rules 
adopted  by  that  commission  concerning  the  spaces  to  be  included  in  gross  tonnage  were  and 
are  as  follows: 

The  gross  tonnage  or  total  capacity  of  ships  comprises  the  exact  measurement  of  all  spaces  (without  any  exception) 
below  the  upper  deck,  as  well  as  of  all  permanently  covered  and  closed-in  spaces  on  that  deck. 

By  permanently  covered  and  closed-in  spaces  on  the  upper  deck  are  to  be  understood  all  those  which  are  separated 
off  by  decks  or  coverings,  or  fixed  partitions,  and  therefore  represent  an  increase  of  capacity  which  might  be  used  for 
the  stowage  of  merchandise,  or  for  the  berthing  and  accommodation  of  the  passengers  or  of  the  officers  and  crew.  Thus 
any  one  or  more  openings,  either  in  the  deck  or  coverings,  or  in  the  partitions,  or  a  break  in  the  deck,  or  the  absence  of 
a  portion  of  the  partition,  will  not  prevent  such  spaces  being  comprised  in  the  gross  tonnage,  if  they  can  be  easily 
closed  in  after  admeasurement,  and  thus  better  fitted  for  the  transport  of  goods  and  passengers. 

But  the  spaces  under  awning  decks  without  other  connections  with  the  body  of  the  ship  than  the  props  necessary 
for  supporting  them,  which  are  not  spaces,  "separated  off,"  and  are  permanently  expcsed  to  the  weather  and  the  sea, 


48  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

will  not  be  comprised  in  the  gross  tonnage,  although  they  may  serve  to  shelter  the  ship's  crew,  the  deck  passengers, 
and  even  merchandise  known  as  "deck  loads." 

"Deck  loads"  are  not  comprised  in  the  measurement. 

Closed  spaces  for  the  use  or  possible  use  of  passengers  will  not  be  deducted  from  the  gross  tonnage. 

The  above  rules  of  the  International  Tonnage  Commission  were  based  upon  the  British 
Merchant  Shipping  Act  of  1854,  but  closed-in  and  open  spaces  were  carefully  defined.  The 
Bear  case,  which  was  decided  by  the  House  of  Lords  in  1875,  had  arisen  in  1872,  and  thus  it 
was  understood  hi  1873  to  be  necessary  carefully  to  stipulate  what  should  be  considered  open 
spaces  and  what  closed  ones  in  the  measurement  of  vessels.  In  defining  a  space  as  closed-in 
when  it  represented  ' '  an  increase  of  capacity  which  might  be  used  for  the  stowage  of  merchan- 
dise or  for  the  berthing  and  accommodation  of  the  passengers  or  the  officers  and  crew,"  the 
International  Tonnage  Commission  minimized  the  possibility  of  evading  the  measurement  rules 
with  a  view  to  reducing  tonnage.  The  International  Tonnage  Commission  by  this  definition 
of  a  closed-in  space  established  definitely  the  principle  that  gross  tonnage  should  include  the 
entire  closed-in  capacity  of  the  ship.  The  adoption  of  this  policy,  it  may  be  added,  received 
the  support  of  the  representatives  of  Great  Britain  on  the  International  Tonnage  Commission. 

Minor  changes  were  subsequently  made  by  the  Suez  Canal  Co.  in  the  definition  as  given 
above  of  closed-in  spaces,  but  the  changes  were  found  to  improve  neither  the  definition  nor  the 
measurement  rides  framed  in  accordance  with  the  definition.  For  this  reason  the  company  in 
1904  issued  a  memorandum  stating  precisely  how  its  rules  should  be  applied  to  the  measure- 
ment of  superstructures.  The  interpretation  given  the  rules  by  the  1904  memorandum  cor- 
responds closely  with  the  definition  given  to  closed-in  spaces  by  the  International  Tonnage 
Commission  in  1873.  This  memorandum,  with  illustrations,  is  reproduced  as  Appendix  XIII 
to  this  volume. 

In  1902,  to  prevent  the  exemption  from  measurement  of  spaces  used  for  the  carrying  of 
cargo,  the  Suez  Canal  Co.  provided  in  its  rules  that — 

Should  a  vessel  at  any  time  transit  with  merchandise  of  any  kind,  or  bunker  coal  or  stores  of  any  description, 
in  any  portion  whatever  of  any  exempted  space,  the  whole  of  that  space  is  added  to  the  net  tonnage  and  can  nevermore 
be  exempted  from  measurement. 

This  stipulation  was  included  in  the  memorandum  of  1904,  and  it  has  simplified  the  enforce- 
ment of  the  Suez  Canal  Co.'s  general  principle,  that  the  gross  tonnage  of  a  vessel  shall  include 
all  closed-in  spaces  and  that  its  net  tonnage  shall  represent  its  actual  earning  capacity. 

The  United  States  in  1864  adopted  a  law,  effective  in  1865,  for  the  measurement  of  vessels, 
which  incorporated  the  provisions  of  the  British  Merchant  Shipping  Act  of  1854,  and  the  stipu- 
lations of  the  law  as  regards  open  and  closed  spaces  have  been  interpreted  by  the  United  States 
authorities  as  were  the  corresponding  provisions  of  the  British  Merchant  Shipping  Act  by  the 
Board  of  Trade  prior  to  the  decision  of  the  House  of  Lords  in  the  Bear  case,  in  1875;  that  is 
to  say,  any  space  that  is  either  actually  closed-in  or  capable  of  being  closed-in  against  the  sea 
is  included  in  the  ship's  measurement.  There  was  one  important  and  unwise  exception  made 
made  to  this  principle  by  an  act  of  February  28,  1865,  which  provided  that — 

No  part  of  any  ship  or  vessel  shall  *  *  *  be  measured  or  registered  for  tonnage  that  is  used  for  cabins  or  state- 
rooms, and  constructed  entirely  above  the  first  deck  which  is  not  a  deck  to  the  hull. 

This  clause  exempts  from  measurement  the  space  in  all  tiers  of  superstructures  above  the 
first  tier,  if,  as  is  customary,  the  spaces  in  the  tiers  of  superstructures  above  the  first  tier  are 
used  for  cabins  or  staterooms.  With  the  growth  in  the  size  of  passenger  steamers  and  in  the 
number  of  decks  above  the  uppermost  full-length  deck,  our  laws  have  come  to  exclude  from  the 
tonnage  of  the  larger  passenger  vessels  a  considerable  share  of  their  actual  closed-in  capacity. 
The  amendment  of  1865  seems  to  have  been  enacted  for  the  purpose  of  favoring  the  steamers 
on  our  seaboard,  lakes,  and  western  rivers.  Some  of  these  steamboats  had- cabins  or  staterooms 
above  the  promenade  deck,  whereas  ocean  steamers  at  that  time  had  their  passenger  accommo- 
dations below  the  upper  deck.  The  law  of  1865  came,  in  course  of  time,  to  be  applied  to 
ocean  steamers  and  is  still  in  force,  although  it  has  no  justification. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  49 

The  customs  regulations  of  the  United  States,  which  interpret  the  laws  regarding  the  meas- 
urement of  vessels,  define  closed-in  spaces  as  follows: 

By  "closed-in  spaces"  is  to  be  understood  spaces  which  are  sheltered  from  the  action  of  the  sea  and  weather  even 
though  openings  be  left  in  the  inclosure.  Measuring  officers  will  exercise  due  vigilance  that  the  intent  of  the  law  in 
this  respect  is  not  evaded.  It  should  be  borne  in  mind,  however,  that  no  closed-in  spaces  above  the  upper  deck  to 
the  hull  are  to  be  admeasured  unless  available  for  cargo  or  stores  or  the  berthing  or  accommodation  of  passengers  or 
crew.     The  engine  room,  pilot  house,  galley,  windlass  house,  and  the  like  are,  when  so  situated  and  used,  exempt. 

Whether  for  the  purpose  of  measurement  a  deck  is  to  be  regarded  as  an  upper  deck  or  as  the  shelter  to  an  upper 
deck  is  to  be  determined  in  each  instance  both  by  the  character  and  structural  conditions  of  the  erection  and  by  the  pur- 
pose to  which  the  between-deck  is  devoted.  Differences  in  construction  are  so  numerous  that  no  definition  or  rule  on 
this  subject  has  been  formulated.  If  the  deck  is  a  continuous  deck,  fastened  down  and  water-tight,  sealing  up  the  cyl- 
inder formed  between  the  two  decks  and  making  it  a  fit  place  for  the  stowage  of  cargo,  like  a  hold,  the  deck  is  to  be 
treated  as  an  upper  deck,  and  the  space  between  it  and  the  deck  below  is  to  be  measured.  If,  however,  the  cylinder 
is  open  to  the  shipment  of  seas,  and  the  space  is  not  reasonably  fit  for  the  carrying  of  dry  cargo,  but  is  used  only  for 
cargo  generally  classed  as  deck  cargo,  such  as  cattle,  horses,  chemicals,  oil  in  barrels,  etc.,  then,  usually,  the  deck  is  to 
be  regarded  as  a  shelter  deck,  and  the  space  as  "sheltered  space  above  the  upper  deck  which  is  under  cover  and  open 
to  the  weather,  that  is,  not  inclosed,"  and  not  to  be  included  in  the  recorded  tonnage. 

Specific  as  are  the  foregoing  instructions,  the  admeasurers  at  the  several  ports  of  the  United 
States  are  obliged  to  exercise  their  judgment  as  to  what  shall  be  considered  open  and  what 
closed  spaces.  The  practice  of  our  admeasurers  is  not  uniform  at  all  ports.  The  surveyor  of 
the  port  of  New  York,  where  most  vessels  are  measured  for  tonnage  taxes  and  where  many  of 
our  ships  are  measured  for  registry  and  enrollment,  reports  the  following  regulations  to  be  in 
force  at  that  port: 

1.  Closed-in  spaces  above  the  upper  deck. — If  there  be  a  break,  poop,  bridge,  forecastle,  deck  house,  hatchway,  or 
any  other  permanent  closed-in  space  above  the  upper  deck  available  for  cargo  or  stores,  or  for  the  berthing  or  accom- 
modation of  passengers  or  crew,  the  tonnage  of  that  space  shall  be  ascertained  and  added  to  the  gross  tonnage. 

2.  Closed-in  spaces  defined. — By  closed-in  spaces  is  to  be  understood  spaces  which  are  sheltered  from  the  action  of 
the  sea  and  weather,  even  though  openings  be  left  in  the  inclosure.  Forecastles,  bridges,  poops,  or  any  other  permanent 
erection  with  one  or  more  openings  in  the  sides  or  ends  fitted  with  doors  or  other  permanently  attached  means  of  closing 
them  should  be  measured  and  included  in  the  gross  tonnage. 

3.  Bulkhead  openings. — When  an  opening  in  the  bulkhead  of  a  deck  erection  is  closed  either  by  a  hinged  door,  or 
by  a  portable  plate  which  is  secured  in  place  by  nut  and  screw  bolts  so  as  to  be  water-tight,  the  opening  may  be  regarded 
as  completely  closed. 

4.  Openings  in  front  of  bridge  house  or  poop. — When  there  is  an  opening  or  openings  in  the  bulkhead  at  the  front 
of  a  bridge  house  or  poop  closed  by  hinged  doors  or  by  shifting  boards  when  fitted  into  channel  bars,  which  extend  the 
full  height  of  the  opening,  the  space  may  be  regarded  as  closed. 

5.  Openings  in  after  end  of  bridge  house  or  forecastle . — When  there  are  openings  in  the  bulkhead  at  the  after  end  of 
a  bridge  house  or  forecastle,  closed  by  portable  plates  secured  in  place  by  nut  and  screw  bolts  or  closed  by  shifting 
boards,  when  fitted  into  channel  bars  which  extend  the  full  height  of  the  openings,  the  space  maybe  regarded  as  com- 
pletely closed. 

6.  Open  spaces. — Spaces  under  awning  decks  without  other  connection  with  the  body  of  the  ship  than  the  stanch- 
ions necessary  for  supporting  them,  which  are  not  spaces  separated  off  and  are  permanently  exposed  to  the  weather 
and  the  sea,  will  not  be  comprised  in  the  gross  tonnage. 

7.  Exempted  spaces. — It  should  be  borne  in  mind,  however,  that  no  closed-in  spaces  above  the  upper  deck  to 
the  hull  are  to  be  admeasured,  unless  available  for  cargo  or  stores  or  the  berthing  or  accommodation  of  passengers  or 
crew.     The  engine  room,  pilot  house,  galley,  windlass  house,  and  the  like  are,  when  so  situated  and  used,  exempt. 

8.  Exemption  of  cabins  on  decks  above  upper  deck. — No  part  of  any  vessel  will  be  admeasured  or  registered  for  tonnage 
that  is  used  for  cabins  or  staterooms  and  constructed  entirely  above  the  first  deck  which  is  not  a  deck  to  the  hull. 

9.  A  deck  to  the  hull  defined. — Any  deck  is  a  deck  to  the  hull  which  has  a  direct  bearing  upon  the  frame  timbers, 
even  though  lighter  than  other  decks  in  the  same  vessel  and  though  only  a  portion  of  the  timbers  extend  to  such  deck. 
In  iron  vessels  an  upper  deck  supported  by  stanchions  of  wood  or  iron  bolted  to  the  angle  irons  or  to  the  iron  plating  of 
the  vessel  is  to  be  taken  as  a  deck  to  the  hull. 

The  foregoing  definitions  given  to  open  and  closed  spaces  by  the  measurement  authorities 
of  Great  Britain  and  the  United  States  and  by  the  regulations  of  the  Suez  Canal  Co.  show  clearly 
the  possibility  of  large  variations  in  the  gross  tonnage  of  vessels  of  the  same  size  and  design. 
In  order  fully  to  explain  the  differences  in  the  practice  of  measuring  vessels  to  determine  their 
gross  tonnage,  the  British,  Suez,  German,  and  American  rules  are  analyzed  in  turn  and  compared. 


50  MEASUREMENT  OF   VESSELS  FOE  PANAMA  CANAL. 

It  will  be  seen  that  the  rules  and  practice  of  these  three  countries  and  the  Suez  company,  while 
agreeing  as  to  the  inclusion  within  gross  tonnage  of  the  principal  spaces  used  or  usable  for  the 
accommodation  of  passengers  and  crew  (other  than  the  spaces  under  the  shelter  deck  which 
are  usually  exempted  from  measurement  in  Great  Britain  and  Germany) ,  differ  as  to  the  inclusion 
within,  or  exemption  from,  gross  tonnage  of  various  minor  spaces  which  taken  together  may 
appreciably  affect  the  gross,  and  consequently  the  net,  tonnage  of  the  vessels  measured  by  the 
several  rules. 

great  Britain's  gross  tonnage  rules. 

The  analysis  of  the  measurement  rules  may  best  begin  with  those  of  Great  Britain,  because 
the  British  Merchant  Shipping  Act  of  1854,  in  wliich  the  Moorsom  measuring  system  was  first 
incorporated,  has  been  made  the  basis  of  the  measurement  laws  and  rules  of  the  other  countries. 
The  British  practice  as  to  the  measurement  of  vessels  has  largely  influenced  the  rules  adopted 
by  other  countries,  because  the  British  marine  comprises  nearly  or  quite  hah  the  shipping 
engaged  in  international  trade.  Formerly  the  percentage  was  even  higher  than  it  is  at  the 
present  time. 

The  British  Merchant  Shipping  Act  of  1854  has  been  somewhat  modified  by  the  laws  of 
1867,  1876,  1889,  1894,  1906,  and  1907.  The  present  rules  of  the  Board  of  Trade  governing  the 
measurement  of  vessels  are  in  accordance  with  the  Merchant  Shipping  Acts  of  1894,  1906,  and 
1907;  and,  of  course,  are  so  drafted  as  to  conform  to  the  decisions  rendered  by  the  House  of 
Lords  and  the  British  Courts  in  1875  and  later,  defining  what  constitutes  open  spaces  within 
the  meaning  of  the  Merchant  Snipping  Act  of  1854.  The  measurement  rules  now  in  force  in 
Great  Britain  include  the  following  spaces  within  gross  tonnage: 

1.  The  space  between  the  upper  deck  and  the  floor  of  the  hold,  with  the  exception  of  certain 
minor  exempted  spaces  included  within  hatchways,  companionways,  domes  and  skylights 
and  spaces  between  ribs  and  floor  beams  in  the  case  of  certain  vessels.  The  exact  spaces 
exempted  are  enumerated  below. 

2.  Gross  tonnage  under  the  British  rules  includes  the  spaces  within  any  "break,  poop,  or 
any  permanent  closed-in  space  on  the  upper  deck  available  for  cargo  or  stores  or  for  the  berthing 
or  accommodation  of  passengers  or  crew."  The  meaning  given  to  the  words  "permanent 
closed-in"  by  the  British  courts  and  consequently  by  the  Board  of  Trade  has  been  explained 
above.  Whenever  the  poop,  forecastle,  or  any  superstructure  is  inclosed  according  to  the 
requirements  of  the  British  rules,  the  space  is  measured  and  included  within  the  gross  tonnage. 
The  space  under  a  shelter  deck  is  not  included  in  the  measurement,  if  the  openings  in  the  shelter 
deck  and  in  the  bulkheads  subdividing  the  space  between  the  shelter  and  upper  decks  fulfill  the 
requirements  of  the  regulations  prescribed  by  the  Board  of  Trade  in  accordance  with  the  decision 
of  the  House  of  Lords  in  the  Bear  and  other  cases.  If  cargo  is  carried  in  spaces  wliich  have  the 
openings  stipulated  by  the  rules  and  which  are  thus  exempted  from  measurement,  the  actual 
space  occupied  by  the  cargo  is  measured.  The  space  thus  occupied  by  "deck  cargo"  is  not 
added  to  the  vessel's  gross  or  net  tonnage,  but  is  added  to  the  tonnage  upon  wliich  light  dues 
or  other  tonnage  taxes  are  collected. 

3.  The  space  occupied  by  hatchways  is  measured  and  the  part  of  this  space  in  excess  of 
one-half  of  1  per  cent  of  the  vessel's  gross  tonnage  exclusive  of  hatchways  is  added  to  the  gross 
tonnage  of  a  vessel. 

The  following  spaces  are  exempted  from  measurement  and  are  thus  not  included  in  the 
gross  tonnage  under  the  British  rules: 

1.  Superstructures  not  permanently  inclosed;  that  is,  superstructures  having  the  openings 
prescribed  by  the  rules. 

2.  Spaces  under  the  shelter  deck,  provided  the  shelter  deck  and  the  bulkheads  subdivid- 
ing the  space  between  the  shelter  deck  from  the  upper  deck  have  the  openings  prescribed  by 
the  Board  of  Trade  rules. 

3.  Any  closed-in  space  or  spaces  solely  appropriated  to  and  fitted  with  machinery,  and  the 
wheelhouse  for  sheltering  the  man  or  men  when  at  the  wheel,  if  not  larger  than  required  for 
such  purposes. 


MEASUREMENT   OF   VESSELS  FOR  PANAMA  CANAL.  51 

4.  Any  erection  on  the  upper  deck  of  vessels  fitted  for  the  shelter  of  deck  passengers  on  short 
voyages.  The  exemption  of  this  space  from  measurement,  however,  is  admissible  only  by 
special  directions  from  the  Board  of  Trade.  When  claim  is  made  by  the  vessel  owner  for 
exemption  of  these  spaces,  the  surveyors  must  apply  to  the  Board  of  Trade  for  instructions. 

5.  The  cook  house  and  bakeries,  when  fitted  with  ovens  and  used  entirely  for  their  desig- 
nated purposes,  and  the  condenser  space,  provided  the  cook  house,  bakeries,  and  condenser 
space  are  not  larger  than  are  required  to  shelter  the  cook  when  employed  at  his  work  and  the 
engineer  when  engaged  in  condensing  water  for  passengers  and  crew. 

6.  Toilets  of  reasonable  size  and  number  for  officers  and  crew.  In  the  case  of  passenger 
vessels,  a  toilet  exempted  from  measurement  is  allowed  for  each  50  persons,  but  not  more 
than  12  toilets  are  exempted. 

7.  The  hght  and  air  and  funnel  spaces  above  the  machinery  compartments  are  exempted 
from  measurement  unless  the  owner  of  the  vessel,  for  reasons  that  will  be  explained  later, 
requests  the  inclusion  of  these  spaces  within  the  measurement. 

8.  Of  the  space  included  within  hatchways,  one-half  of  1  per  cent  of  the  gross  tonnage  of 
the  vessel  exclusive  of  hatchways  is  omitted  from  the  gross  tonnage. 

9.  The  spaces  within  the  double  bottom  used  for  water  ballast  are  exempted  from  measure- 
ment. When  such  spaces  are  used  for  or  are  available  for  the  carriage  of  cargo,  stores,  or  fuel 
the}T  are  measured  and  included  in  the  gross  tonnage. 

10.  The  spaces  between  the  frames  or  ribs  of  a  vessel  and  between  the  floor  beams  are 
not  included  in  the  measurement.  The  breadth  of  the  vessel  is  its  width  between  the  inner 
edges  of  its  frames  or  between  the  inner  faces  of  the  inner  side  plating.  The  depth  of  a 
vessel  is  measured  upward  from  the  upper  side  of  the  floor  timber  or  beam  ' '  at  the  inside  of  the 
limber  strake";  that  is,  next  to  the  keelson  at  the  center  line  of  the  vessel. 

11.  Companion  ways  are  exempted  from  measurement  excepting  such  portions  of  them 
as  are  used  for  smoking  rooms.  Ladders  and  stairways  in  exempted  spaces  are  excluded  from 
measurement. 

12.  Domes  and  skylights  are  exempted  from  measurement. 

The  "certificate  of  survey"  issued  by  the  surveyors  of  the  Board  of  Trade  to  vessels  meas- 
ured under  the  British  rules  is  presented,  reduced  in  size,  in  Form  1.  It  summarizes  the 
spaces  included  within  gross  tonnage.  The  "tonnage  formula,"  Form  2,  used  for  calculating 
the  ship's  tonnage  under  the  Merchant  Shipping  Acts  of  1894  to  1907  indicates  in  detail  the 
spaces  that  are  measured.  This  "tonnage  formula"  also  contains  other  entries  that  will  later 
be  considered  in  the  discussion  of  net  tonnage. 


52 


MEASUREMENT    OF    VESSELS    FOR    PANAMA    CANAL. 


REGISTRY 

FORM  No.  1 

and 

Surveys  59. 

Prescribed  by 

H.  M.  Customs 

|SEAL  OF  COM.   OF 

COUNCIL  FOE 

TRADE.] 

With  the 
Consent  of  the 
Board  of  Trade. 


Form  1. — British  Tonnage  Certificate. 

[Certificate  of  survey.J 


Name  of  ship. 


Port  of  intended  registry. 


Official  number,   if  there   has 
been  any  former  registry. 


Whether  Brit- 
ish or  for- 
eign built. 


Whether  a  sailing  or  steam- 
ship; and  if  a  steamship, 
how  propelled. 


Where  built. 


When  built. 


Name  and  address 
of  builders. 


Number  of  decks 

Number  of  masts 

Rigged 

Stern 

Build 

Galleries 

Head 

Framework  and  de- 
scription  of  vessel... 

Number  of  bulkheads. 

Number  of  water  bal- 
last tanks  and  their 
capacity  in  tons 


Length  from  fore  part  of  stem  under  the  bowsprit 
to  the  aft  side  of  the  head  of  the  sternpost 

Length  at  quarter  of  depth  from  top  of  weather 
deck  at  side  amidships  to  bottom  of  keel 

Main  breadth  to  outside  of  plank 

Depth  in  hold  from  tonnage  deck  to  ceiling  at 
midships 

Depth  in  hold  from  upper  deck  to  ceiling  at  mid- 
ships in  the  case  of  three  decks  and  upwards. . . 

Depth  from  top  of.beam  amidships  to  top  of  keel.. 

Depth  from  top  of  deck  at  side  amidships  to  bot- 
tom of  keel 

Round  of  beam 

Length  of  engine  room  (if  any) 


Feet. 


Tenths. 


PARTICULARS   OF   DISPLACEMENT. 


Total  to  quarter  the  depth  from 
weather  deck  at  side  amidships  to 
bottom  of  keel 


Ditto  per  inch  immersion  at  same  \ 
depth / 


PARTICULARS   OF   ENGINES,  ETC.  (if  any). 


No.  of 
engines. 


Description. 


Engines. 


Boilers. 

Number 

Iron  or  steel 

Pressure     when 
loaded 


Whether 

British  or 

foreign 

made. 


When 
made. 


Engines. 


Name  and 
address  of 
makers. 


Engines. 


No.  of  and 
diameter 

of 
cylinders. 


Length 

of 
stroke. 


N.H.P. 
I.H.  P. 

speed 
of  ship. 


PARTICULARS   OF  TONNAGE. 


Gross  tonnage. 

Under  tonnage  deck 

Closed-in    spaces    above    the 
tonnage  deck,  if  any: 
Space  or  spaces  bet.  decks 

Poop 

Forecastle 

Roundhouse 

Other  closed-in  spaces,  if 
any,  as  follows: 


Spaces  for  machinery,  and 
light  and  air,  under  sec.  78 
(2)  of  the  Merchant  Shipping 
Act,  1894,  if  required. 


Gross  tonnage 

Deductions  as  per  contra. 


Registered  tonnage., 


No.  of 
tons. 


Deduction  allowed. 

On  account  of  space  required  for  propelling 
power |. . . 

On  account  of  spaces  occupied  by  seamen  or 
apprentices,  and  appropriated  to  their  use, 
and  kept  free  from  goods  or  stores  of  every 
kind,  not  being  the  personal  property  of  the 
crew , 

These  spaces  are  the  following,  viz: 


Deductions  under  sec.   79  of  the   Merchant 
Shipping  Act,  1S94,  as  follows: 


Cubic 
meters. 


Total. 


No.  of 
tons. 


Note. — The  only  spaces  above  the  upper  deck  not  included  in  the  cubical  contents  forming  the 
ship's  registered  tonnage  are - 


I,  the  undersigned ,  having  surveyed  the  above-named  ship,  hereby  certify 

that  the  above  particulars  are  true,  and  that  her  name  is  marked  on  each  o'  her  bows,  and  her  name 
and  the  port  of  registry  are  properly  marked  on  a  conspicuous  part  of  her  stern,  a  scale  of  feet  marked 
on  each  side  of  her  stem  and  of  her  stern  post,  and  lines  permanently  and  conspicuously  marked  on 
each  side  amidships  indicating  the  position  of  each  deck  which  is  above  water,  in  manner  directed  by 
the  Merchant  Shipping  Act,  1894. 

Dated  at ,  this day  of ,  18—. 

Surveyor. 


Tonnage  formula. 


Form  2. — British  Tonnage  Formula. 
Class  5,/ot  lengths  above  225  feet,  to  be  used  for  calculating  the  ship's  tonnage  under  the  Merchant  Shipping  Acts,  1894  to  1907. 


Surveys  5x. 


[SEAL.] 


(Issned  by  the  Board  of 
Trade.) 


Bunders  name  and  yard  number. 


Intended  service,  whether  passenger,  cargo, 
towing,  fishing,  or  pleasure  yacht. 


Name  and  address  of  owner. 


Place  and  year  of  build. 


Name  of  ship. 


Areal.    Area 2.    Area  3.    Area  4 


Depths. 


Feel. 


Com.  int. 
bet.  bths. 


Feet. 


Feet. 


Fut. 


No.  of 
bths. 


Multi- 
pliers 


Bibs. 
Ft 


Prod 
ucts. 


i  com.  Int. 
bet.  bths. . 


Bths 
Ft. 


Bths 
Ft. 


Bths 
Ft. 


Official  num- 
ber and  port 
of  registry. 


Whether 
new  or  re- 
measured. 


Area  5. 


Feet. 


Bths. 
Ft. 


Area  6. 


Feet. 


Bths 
Ft. 


Area  7. 


Feet. 


Bths. 
Ft. 


Whether 

sail,  paddle,  or 

screw. 


Area  8. 


Feet. 


Bths 
Ft. 


Area  9. 


Feet. 


Bths. 

Ft. 


Whether  of 

wood,  composite, 
iron,  or  steel 


Area  10.  Area  11 


Feet.       Fat. 


Bths. 
Ft. 


Bths. 

Ft. 


Whether 

for  Suez  or 
British. 


Area  12 


Area  13 


Feet. 


Bths. 

Ft. 


Feet. 


Bths 
Ft. 


Length  | 

on 
tonnage! 
deck.  J 


Feet. 


Cubic  content  and 
register  tonnage. 


No.  of 
area. 


Multi- 
pliers. 


Areas 

brght. 

up. 


Prod 
ucts. 


i  com.  int.) 
bet.  areas./ 


Where  measured 

Date  of  measurement. 
Tons. 


Under  deck. 

Between decks. 

Between decks. 

Forecastle. 

Bridge. 

Break. 

Poop. 

Roundhouses. 

Side  houses. 

Chart  house. 

Light  and  air  spaces. 

Excess  of  hatchwavs.    Cubic 
meters. 

Gross  tonnage. 

(Allowance  for 

\    propelling  power 


/Allowance  for 
—  \    crew  space.. 


/Deduction  under 
\    section  79. 

Register  tonnage . 


Between decks. 


Mean  length ft. 


Com.  int. 
bet.  bths. 


No.  of 
bths. 


Multi- 
pliers. 


Bths. 
Ft. 


Prod 
ucts. 
Ft. 


1 
Between decks. 

Mean  length ft. 

Com.  int. 

bet.  bths 

No.  of 
bths. 

Multi- 
pliers. 

Bths. 
Ft. 

Prod- 
ucts. 
Ft. 

1 

2 

3 

4 

5 

G 

7 

8 

9 

10 

U 

12 

13 

1 
4 
2 
4 
2 
4 
2 
4 
2 
4 
2 
4 
1 

Forecastle. 

Mean  length ft. 

Com.  int. 

bet.  bths 

No.  of 
bths. 

Multi- 
pliers. 

Bths. 
Ft. 

Prod- 
ucts. 
Ft. 

1 
2 
3 

1 
4 
1 

Break. 

Mean  length ft. 

Com.  int. 

bet.  bths 

No.  of 
bths. 

Multi- 
pliers. 

Bths. 
Ft. 

Prod- 
ucts. 
Ft. 

1 
2 
3 

4 

1 

j  com.  int. 
bet.  bths. 


J  com.  int. 
bet.  bths. 


Height. 


Height. 


i  com.  int. 
bet.  bths. 


J  com.  int. 
bet.  bths. 


Houses 
(naming 

them) 


Tons. 


Houses, 
brought 
forward . 


Tons. 


Houses,  brought 
forward 


Tom. 


Height. 


Height. 


Bridge. 

Mean  length ft. 

Com.  int. 

bet.  bths 

No.  of 
bths. 

Multi- 
pliers. 

Bths. 
Ft. 

Prod- 
ucts. 
Ft. 

1 
2 
3 

1 
1 
1 

Poop. 


Mean  length ft. 


Com.  int. 
bet.  bths. 


No.  of 
bths. 


Muiti 
pliers. 


Bths 
Ft. 


Prod 
ucts. 
Ft. 


5  com.  int. 
bet.  bths. 


J  com.  int. 
bet.  bths. 


Round  of  beam Height. 

Typeofship.and  if  cellularormacintyredouble  bottom.    == 


Height. 


Can-ied  for- 
ward  


Hatchways . 


Carried  for- 
ward  


Signature  of  surveyor. 


Signature  of  examiner. 


«18C>r— 13.     (To  face  page  52.) 


[over] 


Identification  dimensions. 


In  the  ease  of  steam  vessels  the  engine-room  measurements  and  the  calculations  for  the  allowance  for  propelling  power  are  to  be  given  in  detail  below. 


Position  of  engine  room . . . 


Engine  room  bulkhead  is feet  (forward)  (aft)  of  area  . 

Boiler  room  bulkhead  is feet  (forward)  (aft)  of  area. . 


Tons. 


Brought  forward. 


Tom. 


Brought  forward . 


Tons. 


Carried  forward  . 


Carried  forward . 


Length. 


Breadth. 


Depth. 


Merchant  Shipping  Act,  1907. 

Tons. 

Gross  tonnage 

Deductions  under  section  79,  viz: 
To 

1 .  Crew  space 

2.  Other  deductions 

Remainder : 

Multiplier  for  percentage .55 

Tons. 
Limit  of  allowance  for  propelling  power 

Particulars  of  exempted  spaces 


91861" — 13.      (To  back  form  _'. ) 


measurement  of  vessels  for  panama  canal.  53 

Suez  Gross  Tonnage  Rules.1 

The  Suez  Canal  Co.'s  rules  for  the  measurement  of  vessels,  as  has  been  stated,  were  formu- 
lated by  the  International  Tonnage  Commission  at  Constantinople  in  1873.  That  commission 
adopted  the  Moorsom  system  of  measuring  vessel  spaces,  and  the  rules  of  the  commission 
state  that  there  shall  be  included  within  the  gross  tonnage  "all  spaces,  without  any  exception, 
below  the  upper  deck,"  and  "all  permanently  covered  and  closed-in  spaces  on  that  deck." 

In  measuring  the  superstructures  upon  or  above  the  uppermost  full-length  deck,  the  rules 
as  amended  in  1904  provide  for  the  exemption  from  measurement  of  portions  of  certain  closed- 
in  spaces  which  are  considered  as  open  under  the  rules  of  the  country  of  the  ship's  registry. 
The  provisions  of  the  rules  are  as  follows: 

I.    SHIPS    WITH    ONE    TIER    OF    SUPERSTRUCTURES    ONLY. 

1.  Poop,  bridge,  forecastle. — The  following  exemptions  are  allowed: 

(a)  Such  length  of  the  poop  measured  from  the  inside  of  the  stern  timber,  at  half  height 
of  the  said  poop,  as  shall  be  equal  to  one-tenth  of  the  full  length  of  the  ship. 

(&)  The  portion  of  the  bridge  in  way  of  the  air  spaces  of  [spaces  within  and  at  the  side  of 
casings  above]  the  engine  and  boiler  spaces,  it  being  understood  that  such  air  spaces  are  not 
considered  to  extend  beyond  the  forward  bulkhead  of  the  stokehold' and  the  after  bulkhead  of 
the  main  engine  room.     [See  figures  accompanying  Appendix  XIII.] 

(c)  Such  length  of  the  forecastle  measured  from  the  inside  of  the  stem  at  half  height  of  the 
said  forecastle  as  shall  be  equal  to  one-eighth  of  the  full  length  of  the  ship. 

(d)  In  each  of  the  above  three  cases  of  superstructures  such  portions  in  the  walls  of  the 
ships  as  are  in  way  of  openings  not  provided  with  any  means  of  closing  and  corresponding  to 
one  another. 

2.  Poop  and  bridge  combined,  or  forecastle  and  bridge  combined. — In  each  of  these  combined 
spaces  the  following  exemptions  are  allowed: 

(a)  That  length  only  which  corresponds  to  the  openings  of  the  engine  room  and  boiler 
spaces  as  specified  in  (b)  above. 

(6)  Such  portions  as  are  in  way  of  openings  not  provided  with  any  means  of  closing  and 
corresponding  to  one  another. 

3.  Shelter  decks. — In  the  case  of  shelter  decks  the  following  exemptions  are  allowed:  The 
portions  in  way  of  openings  in  the  side  plating  of  the  ship  not  provided  with  any  means  of 
closing  and  corresponding  to  one  another.  Such  air  spaces  as  are  situated  within  the  shelter 
deck  must  be  measured  into  the  engine-room  space  and  deducted,  together  with  75  per  cent 
of  their  volume. 

II.    SHIPS    HAVING    MORE    THAN    ONE    TIER    OF    SUPERSTRUCTURES. 

(a)  The  exemptions  prescribed  in  paragraphs  1,  2,  and  3  above  are  applicable  hi  their 
entirety  to  the  lower  tier  only. 

(6)  Tiers  above  the  lower  tier  are  only  allowed  the  exemption  of  such  portions  as  are  hi  way 
of  openings  in  the  side  plating  of  the  ship  not  provided  with  any  means  of  closing  and  correspond- 
ing to  one  another. 

The  foregoing  rules  stipulate  that  when  a  vessel  has  one  tier  of  superstructures,  including 
detached  poop,  bridge,  and  forecastle,  there  shall  be  exempted  from  measurement  and  gross 
tonnage,  when  the  spaces  are  considered  as  closed-in  by  the  Suez  rules  and  as  open  by  the 
rules  of  the  country  of  the  ship's  registry:  (a)  The  space  included  hi  the  poop  for  a  distance 
of  one-tenth  of  the  length  of  the  ship  measured  from  the  inside  of  the  stern  timber;  (b)  the 
portion  of  the  bridge  or  the  combined  poop  and  bridge  within  and  at  the  side  of  and  for  the 
length  of,  the  casings  surrounding  the  air  spaces  above  the  engine  and  boiler  room;  (c)  the  space 
included  in  the  forecastle  for  a  distance  equal  to  one-eighth  of  the  length  of  the  ship  measured 
from  the  inside  of  the  stem;  and  (d)  in  the  case  of  all  three  of  these  superstructures,  the  space 
between  opposite  permanent  openings  hi  the  side  walls  of  the  ship. 

i  See  Appendixes  XII  and  XIII  for  the  Suez  Canal  Co.'s  rules  for  the  measurement  of  vessels  and  for  the  "memorandum  "concerning  the 
application  of  the  rules  to  the  measurement  of  superstructures. 


54  MEASUREMENT.  OF  VESSELS  FOR  PANAMA  CANAL. 

When  the  poop  and  bridge  are  united  into  a  continuous  structure,  the  space  within  the 
poop  equal  to  one-tenth  of  the  length  of  the  ship  is  not  exempted  from  measurement.  Like- 
wise, when  the  forecastle  and  bridge  are  combined  there  is  no  exemption  of  the  space  within 
the  forecastle  equal  to  one-eighth  of  the  length  of  the  ship;  but  that  portion  of  the  bridge 
taken  up  by  the  light  and  air  space  above  the  engine  and  boiler  room  is  exempted  from  meas- 
urement, as  are  also  spaces  between  permanent  opposite  openings  in  the  side  walls  of  the  ship. 

The  memorandum  issued  by  the  Suez  Maritime  Canal  Co.  upon  the  application  of  its  1904 
rules  to  the  measurement  of  superstructures  states  that  when  the  poop,  bridge,  and  forecastle 
are  united  into  one  they  constitute  a  shelter  deck.  In  the  case  of  the  shelter  deck  thus  formed, 
the  only  spaces  exempted  from  measurement  are  "the  portions  in  way  of  openings  in  the  side 
plating  of  the  ship  not  provided  with  any  means  of  closing  and  corresponding  to  each  other," 
and  the  rules  further  provide  that  "such  air  spaces  as  are  situated  within  the  shelter  deck  must 
be  measured  into  the  engine-room  space  and  deducted  together  with  75  per  cent  of  their  volume." 

When  a  vessel  has  two  or  more  tiers  of  superstructures,  the  foregoing  exemptions  regard- 
ing the  spaces  within  the  poop,  bridge,  and  forecastle,  when  separated  from  each  other  and  when 
combined,  apply  in  their  entirety  only  to  the  first  tier  of  superstructures  above  the  upper  full- 
length  deck  of  the  ship.  As  the  rules  above  quoted  state,  the  tiers  above  the  lower  tier  are 
allowed  the  exemption  of  only  such  spaces  as  are  between  permanent  opposite  openings  in  the 
sides  of  the  ship. 

Steamers  now  in  service  may  have  numerous  superstructures,  such  as  roundhouses,  side 
houses,  galleys,  cookhouses,  bathrooms,  wheel,  chart  and  donkey-engine  houses,  and  inclosures 
required  for  the  working  of  the  ship,  for  smoking  rooms,  and  companion  houses.  All  such 
spaces  are  measured  and  included  in  the  vessel's  gross  tonnage.  Hatches,  also,  as  has  been 
stated,  are  measured  and  their  space  in  excess  of  one-half  of  1  per  cent  of  the  gross  tonnage  of 
the  vessel  exclusive  of  hatchways  is  included  in  the  ship's  tonnage. 

The  definitions  given  to  closed-in  and  open  spaces  by  the  rules  of  the  Suez  Canal  Co.  are 
stated  on  page  47.  These  definitions,  formulated  by  the  International  Tonnage  Commis- 
sion upon  the  recommendation  of  the  representatives  of  Great  Britain,  provide  that  all 
spaces  capable  of  being  so  closed  as  to  be  usable  "for  the  stowage  of  merchandise  or  for  the 
berthing  and  accommodation  of  the  passengers  or  of  the  officers  and  crew"  shall  be  included 
in  the  measurement,  and  that  openings  in  the  deck  or  coverings  of  the  spaces  or  in  the  parti- 
tions separating  the  spaces  under  the  deck  containing  the  openings  shall  not  entitle  spaces  to 
exemption  from  measurement  if  the  openings  can  be  so  closed,  after  the  ship  has  been  meas- 
ured, as  to  make  the  spaces  available  for  the  transportation  of  goods  or  passengers.  In  order 
to  make  this  rule  effective  and  to  avoid  the  attempts  that  had  been  made  to  exempt  shelter- 
deck  spaces  from  measurement,1  the  Suez  Canal  Co.  in  1902  adopted  the  rule  still  in  force 
that  "should  a  vessel  at  any  time  transit  with  merchandise  of  any  kind,  or  bunker  coal,  or 
stores  of  any  description,  in  any  portion  whatever  of  any  exempted  space,  the  whole  of  that 
space  is  added  to  the  net  tonnage  and  can  nevermore  be  exempted  from  measurement."  The 
enforcement  of  this  principle  has  resulted  in  including  in  the  gross  tonnage  of  the  vessels 
measured  under  the  Suez  rules  their  usable  or  earning  capacity.  Moreover,  the  determination 
of  what  is  an  open  or  a  closed  space  does  not  rest  with  the  measurers  of  vessels  but  with  the 
officials  of  the  canal  company  charged  with  the  duty  of  collecting  tolls  and  hence  with  checking 
up  the  tonnage  of  vessels. 

Briefly  stated,  the  Suez  rules  as  now  enforced  so  measure  the  gross  tonnage  of  vessels  as 
to  include  in  that  tonnage  the  entire  space  (with  the  exception  of  designated  exemptions 
enumerated  below)  under  the  tonnage  deck  and  between  the  tonnage  deck  and  the  upper- 
most deck  and  the  space  (subject  to  the  exemptions  allowed  some  ships  by  the  "memoran- 
dum" of  1904)  in  such  superstructures  as  poop,  forecastle,  bridge,  side  and  round  houses, 
galleys,  and  bakeries.  The  term  "permanent  closed-in"  is  defined  to  mean  spaces  so  fitted 
as  to  be  capable  of  being  so  closed  as  to  be  used  for  the  transportation  of  cargo,  fuel,  provisions, 
or  passengers. 

•  For  an  historical  account  of  the  treatment  of  the  measurement  of  superstructures  by  the  Sues  Canal  Co.  consult  Appendix  XI. 


Form  3.— Suez  Canal  Tonnage  Certificate. 


(SEAL.  J 


(Issued  by  the 
Board  of  Trade.) 


Name  of  ship. 


Official  number. 


Tonnage  on  certificate  of  registry. 


Port  of  registry. 


Details  of  Tonnage  fob  the  Above-named  Ship  When  Passing  Through  the  Suez  Canal. 

The  spaces  measured  for  gross  tonnage  in  this  ship  comprise  the  following  and  no  others,  viz: 

1.  Space  under  the  tonnage  deck 

2.  Space  or  spaces  between  the  tonnage  deck  and  the  uppermost  deck 


3.  Closed-in  spaces  under  or  in  permanent  constructions  above  the  uppermost  deck,  viz: 

Forecastle,  Ac 

Bridge  space 

Poop. 


Break  or  breaks. 

Turret 

Trunk. 


Round  houses. 


Side  houses. 


-tons— 
-tons— 
-tons- 
-tons- 
XH. 


-tons— 
-tons— 
— tons— 
-tons- 


-tons— 
-tons— 
-tons— 
-tons- 


tons. 


-Ions 
-tons 
-tons 
-tons 


— tons— 
—tons— 
— tons— 
— tons- 
Companion  house,  part  of,  used  as  smoking  room.  Ac,  L.        X  B. 

fi alleys,  cookhouses,  water-closets,  lavatories,  and  bathrooms 

Wheelhouses,  chart  house,  house  for  donkey  boiler,  and  other  closed-in  spaces  used  in  working  the  ship . 

Hatchways tons tons tons tons tons tons tons 

"         tons tons tons tons tons tons tons 

"         tons tons tons tons tons tons tons 

Excess  above  one-half  per  cent  of  the  gross  tonnage 

Total  of  tonnage  of  closed-in  spaces  above  the  uppermost  deck 


cubic 
feet. 


Cubic 
meters. 


Tons  of 
100  cubic 
feet  each 


Gross  register  tonnage. 


Note. — For  particulars  of  spaces  not  included  in  the  measurement  for  gross  tonnage,  see  over. 


DEDUCTIONS  FROM   GROSS  TONNAGE. 


-tons:  quartermasters., 
—tons;  


1.  Berthing  accommodation  of  crew:' 
Seamen -tons;  firemen - 

tons;  - 

2.  Berthing  of  officers: x 
Chief  officer — tons;  2nd  officer  . ..- 

tons;  ..  .- 

Chief  engineer . . —tons;  2nd  engineer. - 

.. tons;  ...— 

Boatswain tons;  carpenter — 

L.       B. 

Doctors'  cabins  * X        X 

Engineers'  mess  room  <• X        X 

Officers'  bathroom  « x        X 

3.  Gallevs,  cookhouses,  water-closets,  and  lavatories,"  exclusively  for  the  use  of  the  officers  and  crew: 


—tons;  3rd  officer tons;  . 

—tons;  tons;  . 

-tons;  3rdengineer tons;  . 

-tons;  tons;  . 

-tons;  tons;  . 

.    Tons. 

=  I  Officers'  mess  room  * 

=  Petty  officers'  mess  room  » 

I  Engineers'  bathroom  * . 


-tons; - 

—tons; - 

-tons; - 

—tons; - 

-tons; 

B.    1 


—tons, 
—tons. 

—tons, 
—tons 
—tons 
—tons, 
—tons. 
Tons. 


L. 


B. 


D.   Tons. 


B. 


B. 

X    X 

X    X 


D.  Tons. 


4.  Closed-in  spaces  above  the  uppermost  dock  used  in  working  the  ship,  as  follows: 


L. 


B. 


L.  B.  D.  Tons. 
Chart  house3...     X     X     = 
Wheelhouse X     X    - 


D.  Tons 

Lookout  house X     X     = 

Steam-steering  house    X     X     = 


L.  B.  D.Tons 


Signal  house... .. 
[Wireless    telegraphy 

[    spaces1 X     X 

Searchlight  spaces'..     X     X 


culuc 
feet. 


Net  Register  Tonnage  (if  a  sailing  ship) . 


Further  deductions  for  propelling  power  in  the  case  of  steamers: 
Either  (1)  applicable  to  ships  with  fixed  bunkers— 

(a)  Engine  room  as  measured     This  includes  water-tight  shaft  trunk  and  all  spaces  sot  apart  for  the  working 

of  the  machinery  and  boilers 

viz.:  under  Tonnage  Deck Tons.    In  'tween  decks— Tons.    In on  tho  uppermost  deck Tons 

(ft)  Permanent  cxk\\  hunkers  as  measured 

Arts.  14  and  17  of  Appendix  B  of  the  regulations. 


Total  deduction  for  propelling  power* 


Tons  of 

100 
cubic 
feet. 


Net  Register  Tonnage  of  Steamer  by  Actual  Me:isureinent 

Or  (2)  Danube  rule— 

(a)  Engine  room  as  measured.    This  includes  water-tight  shaft  trunk  and  all  spaces  set  apart  for  the  working 
ofthe  machinery  and  boilers. 


(6)  In  a  screw  steamer +75  per  cent  of  engine  room  as  measured 

(c)  In  a  paddle  steamer+50] 


per  cent  of  engine  room  as  measured . 
B  of  the  regulations. 


Arts.  14  and  16  of  Appendix 

Total  deduction  for  propelling  power*. 

Net  Register  Tonnage  of  Steamer  by  Danube  rule 

*This  deduction  Is  not,  except  in  the  case  of  tugs,  to  exceed  50  per  cent  of  the  gross  register  tonnage  of  the  ship. 


This  is  to  certify  that  the  British  ship  above  named  has  been  remeasured,and  that  the  tonnage  ascertained  as  above  is  in  accordance  with  the 
rules  adopted  by  the  International  Tonnage  Commission  at  Constantinople. 
Given  under  my  hand  at  tho  Board  of  Trade,  this —day  of 191     . 

One  of  the  Assistant  Secretaries  to  the  said  Board. 

[over.) 
Full  dimensions  and  tonnage  of  exempted  and  open  spaces. 


Length  from  inside  tho  stem  at  half  the  height  of  tho  forecastle  to  the  inside  of  the  stern"  timber  at  half  the  height  of  the  poop— feet. 


Notes  referring  to  the  particulars  on  page  1  of  this  cerlijiaii, 

(1)  Stewards,  cooks  i:i  passenger  steamers,  and  passengers'  servants  are  not  part  of  the  crew  for  whom  space  Is  to  be  deducted. 

(2)  The  accommodation  for  the  captain,  purser,  clerk,  ifcc,  is  not  to  be  included  in  this  deduction. 

(3)  When  there  is  no  separate  chart  room  and  the  captain's  accommodatiou  comprises  several  rooms,  one  of  which  is  used  as  the  chart  room,  that 

room  alone  is  deducted.    In  all  cases  it  must  be  situated  above  the  uppermost  deck. 

(4)  Tho  deductiou  of  doctors'  cabins  is  subject  to  tho  condition  that  they  must  be  actually  occupied  by  the  doctors. 

(5)  Tho  following  spaces  may  be  deducted:  A  mesa  room,  if  there  is  any,  for  the  exclusive  use  of  the  officers;  a  second  mess  room,  if  there  Is  any. 

for  tho  exclusive  use  of  the  engineers;  and  a  third  mess  room,  if  there  is  any,  for  the  exclusive  use  of  the  petty  officers. 
No  deduction  is  allowed  for  the  officers'  mess  room  in  ships  having  passenger  accommodation,  which  are  not  also  provided  with  a  passengers' 
mess  room. 

(6)  All  spaces  fitted  as  bathrooms  or  lavatories  for  tho  exclusive  use  of  the  ship's  officers,  engineers,  and  crew  may  be  deducted,  with  the  exception 

of  such  of  the  said  bathrooms  as  are  available  for  passengers  when  no  bathroom  for  their  exclusive  use  is  provided. 

(7)  All  spaces  specially  provided  for  the  storage  of  electric  searchlights  and  wireless  telegraphy  appliances  may  be  deducted  on  condition  that  they 

are  situated  on  the  upper  deck. 
N.  B.— The  deduction  of  the  spaces  mentioned  above  is  subject  to  the  condition  that  they  are  clearly  and  permanently  marked  so  as  to  show 
the  purpose  to  which  they  are  exclusively  appropriated. 

(8)  This  deduction  is  in  no  case  to  exceed  5  per  cent  of  tho  entire  gross  tonnage  of  the  ship,  and  so  soon  as  any  stores  or  cargo  are  carried  in  or 

passengers  are  berthed  or  accommodated  in  any  of  the  spaces  deducted  the  whole  deduction  ceases. 

61861" — 13.     (To  face  page  54.) 


MEASUKEMENT   OF   VESSELS   FOR   PANAMA   CANAL.  55 

The  spaces  exempted  from  measurement  under  the  Suez  rules  as  amended  in  1904  are  the 
following : 

1.  Spaces  in  the  double  bottom.  Also,  the  spaces  between  the  frames  and  the  floor  beams 
are  not  measured. 

2.  That  part  of  a  bridge  or  of  a  combined  bridge  and  poop  that  is  in  way  of  the  light  and 
air  and  framed-in  funnel  spaces  above  the  engine  and  boiler  rooms.  As  is  shown  by  figure  18 
accompanying  Appendix  XIII,  the  present  Suez  rules  exempt  the  bridge  space,  in  the  first  or 
lowest  tier  of  superstructures  from  side  to  side  of  the  ship  for  the  length  of  the  framed-in 
funnel  spaces  and  the  light  and  air  casings,  but  not  beyond  the  limits  of  the  forward  and  aft 
bulkheads  of  the  engine  and  boiler  room.  In  order  to  be  exempted  this  bridge  space  must  be 
closed-in  under  the  Suez  rules  and  open  under  the  rules  of  the  country  of  the  vessel's  registry. 
In  the  superstructures  above  the  first  tier,  the  spaces  framed-in  around  the  funnels  and  the 
space  within  the  light  and  air  casings,  being  open,  are  not  measured;  but  the  bridge  spaces 
alongside  the  framed-in  funnels  and  the  light  and  air  casings  are  measured.  The  space  within 
the  entire  light  and  air  casing  and  framed-in  funnels  above  the  first  tier  of  erections,  if  any, 
upon  the  upper  deck  is  exempt  unless  the  shipowner  desires  to  forego  some  other  specified 
exemptions  and  to  have  some  of  the  exempted  light  and  air  and  funnel  spaces  measured  into 
the  engine  and  boiler  room  for  deduction  under  the  Danube  rule.1 

3.  The  space  within  the  poop  for  one-tenth  of  the  length  of  the  ship  measured  from  the 
inner  side  of  the  sternpost  and  the  space  within  the  forecastle  for  one-eighth  of  the  length  of 
the  ship  measured  from  the  inside  of  the  stem,  provided  the  poop  and  forecastle  are  not  con- 
nected with  the  bridge.  This  exemption  is  granted  only  when  the  spaces  are  open  under  the 
national  rules  of  the  country  of  the  ship's  registry,  but  closed-in  under  the  Suez  rules. 

4.  All  superstructures  not  permanently  inclosed,  under  the  Suez  rules.  Of  the  spaces 
under  the  "  shelter"  deck,  only  those  between  permanent  opposite  openings  in  the  side  plating 
of  the  ship  are  exempted. 

5.  Companionways  except  such  portions  of  them  as  may  be  used  as  a  smoking  room,  and 
the  ladders  and  stairways  located  in  exempted  spaces. 

6.  The  space  occupied  by  hatchways  up  to  one-half  of  1  per  cent  of  the  ship's  gross 
tonnage  exclusive  of  the  hatchways. 

7.  The  space  occupied  by  domes  and  skylights. 

8.  The  space  occupied  by  cargo  carried  upon  the  open  deck,  i.  e.,  by  deck  loads,  is  not 
measured. 

The  tonnage  certificate  that  is  issued  by  the  British  Board  of  Trade  to  "vessels  measured 
in  accordance  with  the  Suez  rules  is  reproduced  in  Form  3.  The  certificate  states  what 
spaces  are  included  in  gross  tonnage  and  what  spaces  are  deducted  therefrom  to  determine 
the  net  tonnage. 

Vessels  are  measured  for  the  Suez  Canal  Co.  by  the  appropriate  authorities  in  the  several 
commercial  nations.  In  Great  Britain  the  Moorsom  system  is  applied  to  the  measured  spaces 
strictly  in  accordance  with  the  general  measurement  rules  of  the  Suez  Canal  Co.  In  Germany 
and  France,  however,  the  Moorsom  system  is  applied  in  the  measurement  of  vessels  for  Suez 
Canal  certificates,  the  same  as  the  Moorsom  system  is  applied  in  measuring  vessels  for  French 
or  German  registry.  The  results  are  not  quite  the  same  in  the  several  countries,  but  the 
differences  are  so  slight  that  the  Suez  Canal  Co.  accepts  the  result  without  correction.  This 
is  done  in  order  to  simplify  the  administrative  work. 

The  history  of  the  difficulties  encountered  by  the  Suez  Canal  Co.  in  maintaining  uniform 
practice  as  to  the  inclusion  of  spaces  for,  or  their  exemption  from,  measurement  is  recited 
in  Appendix  XL  Since  1904  the  company  has  made  no  change  in  its  rules  affecting  the  gross 
tonnage  other  than  to  make  the  concession  that  superstructures  erected,  and  used  solely,  for 
the  safety  of  navigation  may  be  exempted  from  measurement,  unless  such  spaces  are  included 
in  the  vessel's  tonnage  under  the  national  rules  of  the  country  in  which  the  ship  is  registered. 

•  For  explanation  of  the  application  ol  the  Danube  rule  see  pp.  74.    Also  consult  Appendix  XIII. 


56  measurement  of  vessels  for  panama  canal. 

Germany's  gross  measurement  rules. 

The  rules  in  force  in  Germany  for  the  measurement  of  vessels  were  established  by  the 
imperial  statute  of  January  5,  1872.  Previous  to  that  time  different  German  States  had  dis- 
similar rules,  and  none  of  them  had  the  Moorsom  system  of  measurement  that  was  adopted 
by  the  imperial  law  of  1872.  The  provisions  of  the  act  of  1S72  have  been  modified  from  time 
to  time.  The  law  as  it  now  stands  stipulates  that  gross  tonnage  shall  "include  the  spaces 
located  under  the  uppermost  deck  of  the  ship  and  the  permanent  superstructures  on  or  above 
the  uppermost  deck."  Otherwise  stated  the  German  law  provides  for  the  measurement  and 
inclusion  in  gross  tonnage  of:  (1)  The  spaces  under  the  tonnage  deck  and  between  the  tonnage 
and  upper  decks;  (2)  "the  space  occupied  by  all  covered  and  inclosed  superstructures  perma- 
nently erected  on  or  above  the  first  deck  which  are  inclosed  by  substantial  bulkheads  and 
coverings  suitable  for  the  stowage  of  freight  or  merchandise  or  for  quarters  or  other  accommo- 
dations of  the  crew  and  passengers;"  and  (3)  hatches  intexcess  of  one-half  of  1  per  cent  of  the 
gross  tonnage. 

The  German  rules  exempt  from  measurement  the  same  spaces  that  are  excluded  from 
measurement  in  England.  The  provisions  of  the  law  as  to  the  exemption  of  spaces  in  super- 
structures are  as  follows: 

1.  All  covered  and  inclosed  spaces  which  are  used  exclusively  for  the  operation  of  the 
auxiliary  machinery,  and  also  the  pilot  house  for  the  protection  of  the  men  at  the  steering 
wheel,  provided  these  spaces  are  not  larger  than  necessary  for  the  purpose  specified. 

2.  Any  structure  necessary  on  short  voyages  for  the  protection  of  deck  passengers  against 
storm  and  waves,  if  the  measurement  board  is  authorized  by  the  Bureau  of  Registry  to  exempt  it. 

3.  The  kitchen  (galley)  and  the  place  for  the  distilling  apparatus,  provided  they  are  not 
larger  than  actually  necessary  for  the  preparing  of  meals,  at  the  same  time  affording  sufficient 
shelter  to  the  machinist  while  distilling  water  for  the  passengers  and  the  crew. 

4.  Toilets  for  the  officers  and  crew  of  the  ship,  provided  they  do  not  exceed  the  proper 
number  and  size. 

5.  On  ships  designed  for  the  transportation  of  passengers,  a  toilet  for  every  50  persons  can 
be  omitted  from  the  calculation  provided  the  total  number  exempted  does  not  exceed  twelve. 

In  addition  to  the  above  spaces,  the  German  rules  exempt  from  measurement: 

6.  Double-bottom  water  ballast  tanks  and  spaces  between  the  frames  and  floor  beams. 

7.  Companionways  located  between  decks;  ladders  and  stairways  in  exempted  spaces; 
domes  and  skylights. 

8.  Hatches  up  to  one-half  of  1  per  cent  of  the  gross  tonnage  exclusive  of  hatchways. 

9.  Light  and  air  spaces  over  the  engine  and  boiler  rooms  are  exempted,  above  the  upper 
deck,  unless  this  space  needs  to  be  added  to  the  cubical  contents  of  the  engine  and  boiler  rooms 
to  bring  the  power  space  up  to  that  percentage  of  the  gross  tonnage  of  the  vessel  that  will  permit 
the  application  of  the  Board  of  Trade  percentage  rule  controlling  deductions  for  power  spaces. 

The  interpretation  which  the  German  measurement  authorities  now  give  to  open  and  inclosed 
spaces  is  practically  the  same  as  the  definition  given  those  terms  by  the  Board  of  Trade  in  Great 
Britain. 

The  technical  directions  issued  by  the  German  Government  (see  Appendix  VII)  to  its  sur- 
veyors of  ships  as  to  the  measurement  of  closed-in  and  open  spaces  under  the  shelter  deck  and 
in  superstructures  are  more  detailed  and  specific  than  the  instructions  given  by  the  Board  of 
Trade  to  British  surveyors ;  but  the  German  rules  seem  to  be  applied  in  such  a  way  as  to  produce 
practically  the  same  results  as  are  secured  by  the  British  surveyors  in  applying  their  rules.  In 
one  particular  the  German  rules  are  more  lenient  toward  shipping  than  are  the  British  rules. 
Deck  cargoes  are  not  measured  in  Germany  as  they  are  in  Great  Britain.  In  neither  country 
are  deck  loads  included  in  the  registered  tonnage;  but  in  Great  Britain  the  space  occupied  by 
deck  cargo  is  measured  and  added  to  the  tonnage  upon  which  light  dues  and  other  port  charges 
are  levied. 

At  the  end  of  Appendix  VI  reprints  will  be  found  of  the  three  forms  of  German  measurement 
certificates — the  certificates  issued  for  decked  vessels,  for  open  vessels,  and  for  vessels  measured 


MEASUREMENT    OF    VESSELS    FOR    PANAMA    CANAL. 


57 


by  the  abbreviated  method.  Each  certificate  states  what  spaces  are  included  in  gross  tonnage 
and  what  spaces  shall  be  deducted  therefrom  in  the  calculation  of  net  tonnage.  The  certificate 
issued  to  decked  vessels  is  the  one  most  frequently  used.     It  is  printed  here  as  form  4. 


For  Decked  Vessels. 


Form  4. — German"  Tonnage  Certificate, 
german  empire. 


Kind  of  vessel. 

Name  of  vessel. 

Distinctive  signal. 


Nationality  home  port. 


SHIP'S   MEASUREMENT   CERTIFICATE. 
Description  of  Vessel. 


Number  of  water-tight  transverse  bulkheads 

Number  of  water  ballast  tanks  with  hatches.. 

Rigging 

Standard  Dimensions. 

1.  Length  of  vessel  from  the  rear  face  of  the  prowpost  to  the  rear  face  of  sternpost  on  the  uppermost  perma- 

nent deck  (in  vessels  with  patent  rudder,  measure  to  middle  of  rudder  post) 

2.  Greatest  beam  of  vessel  between  outer  surfaces  of  planking  or  of  the  wales 

3.  Depth  of  hold  from  lower  surface  of  the  upper  permanent  deck  to  the  upper  surface  of  lower  transoms 

next  to  the  keelson,  or  to  upper  surface  of  the  inner  iron  double  bottom,  if  there  is  one,  at  middle  of 
length  as  found  in  1 

4.  Greatest  length  of  engine  room,  including  any  permanent  coal  bunkers,  between  the  limiting  bulkheads 

extending  from  side  to  side 

Results  of  Measurement. 


Meters. 


Gross  tonnage. 


1.  Space  under  tonnage  deck 

2.  Space  between  tonnage  deck  and  the  one  above 

3.  Space  between  first  and  second  decks  above  tonnage  dec 

4.  Quarter-deck  cabin  or  poop 

5.  Forecastle 

6.  Space  under  bridge  deck 

7.  Break  or  breaks 

8.  Otherspaces 

9.  Excess  of  hatchways 


Cubic 
meters. 


Gross  tonnage. 


Deductions. 


Cubic 
meters. 


I.  On  account  of  space  required  for  propelling  power 

II.  Crew,  navigation,  etc.: 

1.  Spaces  for  sailors,  firemen,  deck  officers,  cooks. 

stewards,  etc. 

2.  Spaces  for  officers,  engineers,  etc 

3.  "Wheelhouses,  chart  house,  etc 

4.  Sail  room 

5.  Ship's  stores 

6.  Spaces  for  water  ballast 

III.  Spaces  for  the  master 

Total  deductions 


Cubic 
meters. 


Gross  tonnage. 
Deductions... 


Net  tonnage. 


Regis- 
tered 
tons. 


Cubic 
meters. 


Final  result  ol  measurement: 

Gross  tonnage 

Net  tonnage 


Regis- 
tered 
tons. 


In  accordance  with  the  ship  measurement  ordinance  of  March  1,  1895,  this  measurement  certificate  is  made  out 

from  the  measurement  completed  on   day  of   ,   19..,  by  the   measurement  board 

at by  the  complete  method. 


Note. — The  following  constructions  on  or  above  the  upper  deck  are  considered  open  spaces,  and  are,  therefore, 
not  included  in  the  above  measurements  of  gross  and  net  tonnage: 

61861°— 13 5 


58  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

AMERICAN    GROSS    TONNAGE    RULES. 

In  1864,  by  the  law  approved  May  6,  the  United  States  adopted  the  Moorsom  system  of 
measuring  vessels  to  determine  their  gross  tonnage.  The  measurement  system  then  adopted 
by  the  United  States  was  practically  the  same  as  Great  Britain  had  established  by  the  Merchant 
Shipping  Act  of  1S54.  The  act  of  1S64,  however,  made  provision  only  for  the  determination  of 
gross  tonnage,  which  until  1882  was  the  tonnage  upon  winch  tonnage  taxes  and  other  ship 
charges  were  levied  at  American  ports. 

The  spaces  included  in  measurement  and  the  spaces  exempted  therefrom  by  the  law  of 
1864,  as  interpreted  by  the  measurement  authorities  in  the  United  States,  were  the  same  as 
the  spaces  measured  and  exempted  under  the  rules  of  the  British  Board  of  Trade  prior  to  the 
modification  of  those  rules  made  necessary  by  the  decision  of  the  House  of  Lords  hi  the  Bear 
case  in  1875.  Large  spaces  which  the  Board  of  Trade  rules  consider  open  and  thus  not  subject 
to  measurement  are  properly  included  in  measurement  and  gross  tonnage  under  the  American 
regulations. 

The  act  of  May  6, 1864,  was  amended  by  a  law  passed  February  28, 1865,  which  provided  that — 

No  part  of  any  ship  or  vessel  shall  be  measured  or  registered  for  tonnage  that  is  used  for  cabins  or  staterooms  and 
constructed  entirely  above  the  first  deck,  which  is  not  a  deck  to  the  hull. 

The  Customs  Regulations  of  the  United  States  (see  Appendix  II,  p.  — ,  to  this  volume) 
state  that  this  amendment — 

Was  designed  merely  to  exclude  cabins  and  staterooms  above  the  "promenade"  deck  of  the  steamers  of  the  sea- 
coast  and  lakes,  or  above  a  "boiler"  deck  as  used  on  the  western  rivers.  It  does  not  have  the  effect  to  exempt  from 
admeasurement  any  closed -in  place,  even  if  so  situated,  if  used  for  cargo  or  stores. 

Although  the  amendment  of  February  28,  1865,  was  enacted  with  reference  to  coastwise, 
lake,  and  river  steamers,  it  was  also  applied  to  ocean  steamers.  Thus  in  the  case  of  modern 
passenger  steamers  which  have  several  tiers  of  passenger  accommodations  above  the  upper 
deck  only  the  first  tier  is  measured.  This  rule  regarding  upper  tiers  of  superstructures  prevails 
in  no  other  country  and  is  without  justification. 

The  measurement  rules  of  the  United  States  provide  in  general  that  the  gross  tonnage  of 
a  vessel  shall  include  "the  entire  internal  cubical  capacity"  ascertained  by  the  Moorsom 
system  in  a  manner  prescribed  by  statute.  Specifically  stated,  the  spaces  included  in  the 
measurement,  and  thus  in  the  gross  tonnage,  are  the  following: 

1.  The  entire  space  under  the  tonnage  deck  and  between  the  tonnage  and  upper  decks. 

2.  The  space  occupied  by  hatchways  in  excess  of  one-half  of  1  per  cent  of  the  vessel's 
gross  tonnage  exclusive  of  the  tonnage  of  hatchways. 

3.  Any  "break,  poop,  or  any  other  permanently  closed-in  space  on  the  upper  deck  avail- 
able for  cargo  or  stores  or  for  the  berthing  or  accommodation  of  passengers  or  crew."  What 
constitutes  a  closed-in  space  is  defined  in  the  manner  explained  above.  Moreover,  the  law  of 
1865  provides  that  the  passenger  accommodations  in  the  tiers  of  superstructures  over  the 
first  tier  above  the  upper  deck  shall  be  exempted  from  measurement. 

The  gross  tonnage  rules  of  the  United  States  exempt  the  following  spaces  from  measurement: 

1.  Double  bottom  water  ballast  spaces  not  available  for  cargo,  stores,  or  fuel  and  the  spaces 
between  the  frames  and  the  floor  beams. 

2.  Spaces  under  the  shelter  deck  and  in  the  poop,  forecastle,  and  bridge,  when  not  per- 
manently closed  in. 

3.  Passenger  accommodations  in  tiers  of  superstructures  over  the  first  tier  above  the 
upper  deck. 

4.  Hatchways  up  to  one-half  of  1  per  cent  of  the  vessel's  gross  tonnage. 

5.  Galleys,  bakeries,  toilets,  and  bathhouses  above  decks. 

6.  Spaces  above  decks  occupied  by  the  ship's  machinery  or  for  the  working  of  the  vessel. 

7.  Light  and  air  and  funnel  space  over  the  engine  and  boiler  room  to  the  extent  that  such 
space  is  above  the  upper  deck  or  the  "shelter  deck"  when  that  is  taken  as  the  uppermost  full- 
length  deck,  except  when  special  request  is  made  by  the  shipowner  to  have  the  space  measured. 

8.  Domes  and  skylights,  companionways  (except  portion  used  as  smoking  room),  and  ladders 
and  stairways  located  in  exempted  spaces. 

9.  Open  spaces  occupied  by  deck  loads  are  not  measured  under  the  American  rules. 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL. 


59 


The  inclusion  in  or  exemption  from  measurement  of  particular  superstructures  depends, 
under  the  American  rules,  upon  the  judgment  of  the  individuals  who  measure  the  ship  as  to 
whether  the  spaces  are  closed-in  or  open.  The  practice  of  admeasurers  has  not  been  entirely 
uniform.  The  definition  of  closed-in  spaces,  as  given  in  the  customs  regulations  and  as  formu- 
lated by  the  surveyor  of  the  port  of  New  York,  were  stated  above.  In  general,  the  American 
treatment  of  the  shelter-deck  spaces  is  the  same  as  that  given  such  spaces  by  the  Suez  Canal  Co. 
The  American  regulations,  however,  do  not  provide  that  when  a  shelter  deck  has  once  been  used 
for  cargo  it  shall  always  thereafter  be  considered  a  closed-in  space;  but  if  an  American  admras- 
urer  finds  that  dry  cargo  is  carried  in  any  space  he  takes  that  fact  as  evidence  that  the  space  is 
closed-in.  The  Suez  and  American  practice  in  this  regard,  as  has  been  explained,  differs  from 
that  of  Great  Britain  and  Germany,  where  the  character  of  the  openings  and  the  devices  for 
closing  the  openings,  rather  than  the  use  made  of  the  spaces,  determine  whether  the  admeasurers 
shall  consider  the  spaces  as  open  or  closed-in. 

Form  5  reproduces  the  American  certificate  of  admeasurement  issued  under  the  authority 
of  the  Bureau  of  Navigation,  in  the  Department  of  Commerce.  The  certificate  indicates  in 
general  what  spaces  are  included  in  measurement,  and  thus  in  gross  tonnage,  and  states  what 
spaces  shall  be  deducted  therefrom  in  calculating  net  tonnage. 


Cat.  No.  1414. 


Form  5. — American  Tonnage  Certificate. 


Certificate  of  admeasurement  of  - 


Always  present  this  certificate  when 
entering  at  an  American  port. 

vessel. 


(Insert  "American"or  "Foreign.") 
(Sec.  4149,  Revised  Statutes,  and  Art.  84,  Customs  Regulations  of  1908.) 


Department  of  Commerce, 
Bureau  of  Navigation, 


Port  of 


of  Customs, 


,19—. 


I  certify  that  an  admeasurement  has  been  made  of  the  - 
of ,  that  she  has  a head,  a 


-  called  the  - 


-re  feet,  her  register  breadth  is  - 

and  that  her  tonnage  is  as  follows: 


stern, 

-  T,,  feet,  her  register  depth  is  - 


-decks,  - 


,  built  in  the  year  19 — ,  at  - 


-  masts,  and  that  her  register  length  is  - 


-  „  feet,  her  height  under  spar  deck  is  - 


,feet 


Capacity  under  tonnage  deck 

Capacity  between  decks,  above  tonnage  deck 

Capacity  of  inclosures  on  the  upper  deck,  viz  (describe  each  inclosure) 

Gross  tonnage 

Deductions  under  Sec.  4133,  Revised  Statutes,  as  amended  by  act  of  Mar.  2.  1895. 
(To  be  made  only  as  provided  for  by  law  and  regulations.) 

Crew  space ;  master's  cabin 

Steering  gear  (below  deck), ;  anchor  gear  (below  deck). ;  boatswain's  stores. 

Chart  house, ;  donkey  engine  and  boiler  (below  deck), 

Storage  of  sails, ;  propelling  power  (below  deck  or  by  permission  of  Commissioner  of  Navigation) 

Total  deductions 

Net  tonnage 

Net  tonnage  is  carried  on  main  beam,  and  name  and  port  are  marked  as  required  by  law.1 

I  agree  to  the  above  description  and  admeasurement.3 


Tons. 

lOOths. 

of  Customs. 


(Indorsement  on  back:) 

Cat.  No.  1414.    Department  of  Commerce.    Bureau  of  Navigation.    District  of- 

of  Customs. 

Certificate  of  admeasurement  of  the ,  called  the of 


Port  of  - 


-,  191- 


1  If  a  foreign  vessel,  this  may  be  erased. 

a  To  be  signed  by  the  master,  owner,  or  other  person  who  may  attend  the  admeasurement  for  the  vessel. 


60 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL. 


COMPARISON  OF  THE  GROSS  TONNAGE  RULES  OF  GREAT  BRITAIN,  THE  SUEZ  CANAL  CO.,   GERMANY, 

AND    THE    UNITED    STATES. 

The  foregoing  account  of  gross  tonnage  attempts  to  explain  the  leading  characteristics  of 
the  measurement  rules  of  Great  Britain,  the  Suez  Canal  Co.,  German y,  and  the  United  States. 
The  spaces  included  within  gross  tonnage  and  those  exempted  from  measurement  are  enumer- 
ated, and  the  different  treatment  given  to  above-deck  spaces  is  explained.  To  facilitate  com- 
parison of  these  four  codes  of  rules,  their  differences  and  similarities  may  well  be  set  forth  by 
textual  and  tabular  enumeration.  The  provisions  of  the  several  rules  regarding  spaces  included 
hi  measurement  are  as  follows: 

1.  In  each  set  of  rides  gross  tonnage  is  assumed  to  include  all  parts  of  a  vessel  that  are 
permanently  inclosed.  The  capacity  of  such  spaces  is  determined  by  Moorsom's  measurement 
system  applied  with  but  slight  variation  by  the  several  rules. 

2.  In  each  case  the  spaces  under  the  tonnage  deck  and  between  the  tonnage  and  upper 
decks  are  included  in  gross  tonnage. 

3.  Hatchways  in  excess  of  one-half  of  1  per  cent  of  the  gross  tonnage,  exclusive  of  hatch- 
ways, are  included  in  the  tonnage. 

4.  In  theory  closed-in  spaces  above  the  upper  deck  are  included  in  the  measurement  and 
tonnage  and  open  spaces  are  exempted.  Measurement  rules  and  practice,  however,  vary  as 
regards  these  spaces.  The  treatment  accorded  superstructures  and  "shelter-deck"  spaces  in 
the  measurement  rules  of  Great  Britain,  the  Suez  Canal  Co.,  Germany,  and  the  United  States 
are  compared  in  detail  below  in  Table  I. 

The  provisions  in  the  four  sets  of  gross  tonnage  rules  under  consideration  in  regard  to 
spaces  exempted  from  measurement  may  be  compared  as  follows: 

1.  Double-bottom  spaces  used  for  water  ballast  are  exempted  from  measurement,  unless 
(in  the  case  of  the  national  but  not  of  the  Suez  Rules)  they  are  available  for  cargo,  stores,  or 
fuel.  The  methods  of  measurement  are  such  as  to  exempt  spaces  between  the  ship's  frames 
and  its  floor  beams. 

2.  The  same  below-deck  spaces  are  included  hi  all  four  codes  of  measurement  rules. 

3.  The  application  of  the  Moorsom  system  of  measurement  varies  slightly  with  the  different 
rides,  and  the  under  deck  tonnage  of  the  same  vessel  might  be  slightly  different  when  measured 
by  different  rules.  The  treatment  accorded  each  of  the  several  above-deck  structures  and  the 
below-deck  spaces  is  shown  for  each  of  the  four  sets  of  rides  in  Table  1. 

Table  I. — Measurement  of  gross  tonnage  under  the  measurement  rules  of  Great  Britain,  the  Suez  Canal  Co.,  Germany,  and 

the  United  States. 


Portion  of  vessel. 

United  Kingdom. 

Suez  Canal. 

Germany. 

United  States. 

Measured  if  "closed-in"  and 
available    for   cargo,    pas- 

Measured   if    "closed-in" 
under  national  and  Suez 

Same  as  United  Kingdom. 

Same  as  United  Kingdom. 
but  with  stricter  defini- 

sengers, crew,    cr    stores; 

rules;     partly    exempted 

tion  of  "closed-in." 

exempted    if    "open"    or 

if  "open"  under  national 

not    available    for   cargo. 

rules,  but  closed-in  under 

passengers,  crew,  or  stores. 

Suez   rules.    Suez   defini- 
tion of  "closed-in"  spaces 
stricter    than    in    United 
Kingdom  and  Germany. 

do 

do 

...do 

Do. 

do 

do 

do 

Do. 

do 

Measured     if     "closed-in" 
under  Suez  rules. 

..  do 

Do. 

do 

do 

do 

Do. 

Spaces     for     anchor     gear, 
steering  gear,  and  capstan. 

Exempted   if  above  decks; 
measured  if  below  decks. 

do 

Same  as  United  Kingdom. 

do 

Exempted. 

Chart,  lookout,  and  signal 
houses. 

..   ..do 

do 

do 

do 

Do. 

MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


61 


Table  I. — Measurement  of  gross  tonnage  under  the  measurement  rules  of  Great  Britain,  the  Suez  Canal  Co.,  Germany,  and 

the  United  States — Continued. 


Portion  of  vessel. 

United  Kingdom. 

Suez  Canal. 

Germany. 

United  States. 

Donkey  engine  and  boiler 
rooms. 

Same  as  United  Kingdom . 

Same  as  United  Kingdom. 

Measured  if  above  decks 

and   connected    with  en- 

gine   room;    exempted    if 

not  so  connected. 

Exempted   up    to   one-half 
per  cent  of  gross  tonnage; 

do 

Do. 

excess  is  measured. 

Sail  room  of  sailing  vessel . . 
Galleys,    cookhouses,    con- 
denser spaces,  and   bak- 

Exempted if  above  decks; 
measured  if  below  decks. 

do 

Same  as  United  Kingdom. 

Same  as  United  Kingdom. 

eries. 

Skylights  and  domes 

Light  and  air  spaces  above 

Exempted. 

Owner    given    option    for 

Owner  given  option  for  por- 

Owner given  option  under 

Same  as  United  Kingdom. 

engine  room. 

tion   of  space  above  up- 

Danube rule,  but  if  meas- 

entire  space   above   up- 

per deck. 

ured    he    forfeits    certain 
exemptions;     if    German 
rule  is  applied   they  are 
measured. 

per  deck. 

do 

Same  as  United  Kingdom. 

ing    room    or    for    other 

special  purpose;  otherwise 

exempted. 

..do 

do 

Do. 

measured  spaces. 

Above    decks    1    toilet    for 
every  50  passengers,  not 

do 

Do. 

bathrooms. 

exceeding   a   total   of   12, 

and    those   used   by    the 

crew  and  officers  are  ex- 

empted.     Those     below 

decks  are  measured. 

Crew  and  officers'  quarters. . 
Superstructures  above  first 

do 

Treated  the  same  as  the  first 

Measured    if    "closed  -  in" 

Same  as  United  Kingdom. 

Cabins  and  staterooms  are 

deck  that  is  not  a  deck 

tier  of  superstructures. 

under    the   national    and 

exempted. 

to  the  hull. 

Suez    rules;     portions    in 
way  of  side  openings  are 
exempted  if  "open"  un- 
der the  national  rules,  but 
"closed-in"    under    Suez 
rules. 

Shelters    for   deck    passen- 

Exempted with  consent  of 

Exempted  if  "open" 

Exempted   with   consent 

Exempted  with  consent  of 

gers  on  short  voyages. 

Board  of  Trade. 

of  Bureau  of  Registry. 

Commissioner  of  Naviga- 
tion. 

"  Shelter  deck  "  spaces 

Exempted    if    "  open ' '    ac- 

Measured    if     "closed-in" 

Same  as  United  Kingdom. 

Measured    unless    "open" 

cording  to  court  decision 

under  national  and  Suez 

according    to    rules    of 

and    Board  of    Trade  in- 

rules; portions  in  way  of 

Commissioner  of  Naviga- 

structions.    Shelter  decks 

side     openings     are     ex- 

tion. 

are  ordinarily  exempted. 

empted  if  "open"  under 
the    national    rules,    but 
"  dosed-in "    under    Suez 
rules.    The    presence    of 
cargo    requires    measure- 
ment forever  thereafter. 

Added  to  net  tonnage  for 
tonnage  taxation. 

Exempted. 

Water    ballast    tanks    (not 
double  bottoms). 

Exempted    if    used    exclu- 
sively for  water  ballast. 

Same  as  United  Kingdom. 

Same  as  United  Kingdom. 

Spaces  under  tonnage  deck 

do 

do 

.   ..do 

Do. 

, 

62 


MEASUREMENT   OF    VESSELS   FOR   PANAMA   CANAL. 


By  applying  the  several  sets  of  rules  described  in  this  chapter  to  the  measurement  of  the 
same  vessel,  the  results  obtained  indicate  the  main  differences  in  the  rules.  In  the  latter  part  of 
1911  the  surveyor  at  the  port  of  New  York,  at  the  request  of  the  Commissioner  of  Navigation, 
had  the  British,  Suez,  and  American  rules  applied  to  each  of  eight  vessels,  and  the  American, 
German,  and  Suez  rules  were  applied  to  two  other  vessels.  In  the  note  appended  to  this  chapter 
the  details  of  the  measurement  of  each  of  these  vessels  are  presented.  The  following  summary 
table  compares  the  gross  tonnage  of  the  eight  vessels  whose  tonnage  was  determined  by  British, 
Suez,  and  American  rules: 

Table  II. — Gross  tonnage  of  steamers  measured  by  British.  Suez,  and  American  rules. 


Name  of  steamer. 

British 
rules. 

Suez  Canal 
rules. 

American 
rules. 

6.514.59 
8.617.65 
4,  434. 84 
5,409.43 
4.731.63 
4,322.39 
3,825.27 
3,869.40 

6,568.61 
8,776.56 
5,  477.  70 
5, 580. 17 
5, 100.  73 
4,317.19 
3, 778.  76 
4.110.83 

6,515.52 

5  833  97 

5,352.47 

Ikala    

3,939.63 
4, 234. 19 

5.215.65 

5, 463. 82 

5,581.09 

The  first  vessel  mentioned  in  Table  II,  the  Kentuckian,  is  an  American  ship  with  three 
decks,  and  the  second  vessel,  the  Voltaire,  is  an  English  steamer,  also  with  three  decks.  In 
measuring  both  vessels  all  three  rules  included  in  the  measurement  all  spaces  under  the  upper 
deck.  In  other  words,  the  space  under  the  upper  deck  was  not  treated  as  a  shelter-deck  space. 
The  third  ship  mentioned,  the  Stephen,  is  a  British  vessel  with  two  decks  and  a  third  deck  treated 
by  the  British  measures  as  a  shelter  deck.  Under  the  Suez  and  American  rules,  however,  the 
space  under  this  deck  was  considered  to  be  closed-in  and  for  this  reason,  mainly,  the  gross  ton- 
nage under  the  British  rules  is  a  thousand  tons  less  than  under  the  Suez  and  American  rules. 
The  Santa  Rosalia  is  a  British  well-deck  cargo  steamer,  to  which  the  same  below-deck  tonnage  is 
given  by  all  three  measurements.  The  differences  in  gross  tonnage  are  due  to  the  spaces 
exempted  by  the  several  rules  as  applied  to  superstructures.  The  Kirkdale  and  Ikala  are  two- 
decked  British  steamers,  the  gross  tonnage  of  which,  under  the  Suez  and  American  rules,  exceeds 
the  tonnage  under  the  British  rules  mainly  because  the  Suez  and  American  rules  consider  as  closed 
large  bridge  spaces  which  are  held  under  the  British  rules  to  be  open.  The  Tunstall  is  a  one- 
deck  turret  steamer  built  in  Great  Britain.  Its  under  deck  and  turret  tonnage  by  the  three 
rules  is  nearly  the  same,  but  the  gross  tonnage  of  the  vessel  is  made  appreciably  larger  by  the 
American  rules  than  by  the  other  two  measurements  because  of  the  inclusion  in  the  American 
measurement  of  large  bridge  spaces  exempted  by  the  other  rules.  The  Benwood  is  a  British 
freight  steamer  with  one  deck.  Its  tonnage  under  the  Suez  and  American  rules  is  greater  than 
as  measured  by  the  British  rules,  because  of  the  inclusion  of  superstructures  which  under  the 
British  rules  were  considered  open. 

For  most  of  the  eight  vessels  listed  in  the  preceding  table  the  gross  tonnage  is  made  least 
by  the  British  rules  and  highest  by  the  American  rules.  The  lower  tonnage  figures  under  the 
British  rules  are  due  mainly  to  the  exemption  of  above-deck  spaces  which  the  American 
and  Suez  rules  consider  closed,  and  thus  subject  to  measurement.  The  Suez  gross  tonnage  is 
somewhat  less  than  the  American,  because  the  Suez  rules  consider  open,  and  thus  exempt  from 
measurement,  certain  above-deck  spaces  that  are  not  exempted  by  the  American  rules. 

The  following  table  compares  the  gross  tonnage  of  two  German  vessels  as  determined  by 
the  application  of  the  Suez,  German,  and  American  rules.  The  Patricia  mentioned  in  the 
table  is  a  relatively  large  freight  and  passenger  steamer  with  four  decks.  The  Duisburg  is  a 
medium-sized  two-deck  cargo  steamer. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  63 

Table  III. — Gross  tonnage  of  two  German  steamers  measured  by  Suez.  German,  and  American  rules. 


Name  of  steamer. 


Suez  Canal      German 
rules.  rules. 


American 
rules. 


Patricia. .. 
Duisburg . 


14.453 
5.255 


14,466 
4.496 


14,466 
5,156 


The  measurements  of  the  steamer  Patricia  under  the  German  rules  were  accepted  by  the 
American  admeasurers  at  New  York  without  change.  The  Suez  rules  exempted  portions  of 
superstructures  that  were  included  in  the  German  and  American  measurements.  The  wide 
discrepancy  between  the  gross  tonnage  of  the  Duisburg,  as  measured  by  the  German  rules  and 
as  determined  by  the  American  and  Suez  rules,  is  due  to  the  exemption,  under  the  German 
rules,  of  large  spaces  which  the  other  rules  considered  as  "closed-in"  and  subject  to  measure- 
ment. The  German  definition  of  open  and  closed  superstructures  follows  the  English  definition 
and  practice,  whereas  the  Suez  and  American  rules,  as  has  been  explained,  consider  super- 
structures as  closed-in  whenever  they  are  or  may  be  used  for  the  accommodation  of  passengers 
and  cargo. 

The  effect  of  the  definition  of  closed  and  open  spaces  upon  the  tonnage  of  vessels  is  well 
illustrated  by  the  Duisburg.  Under  the  German  and  British  law  the  bridge  house  and  poop  of 
this  ship  were  considered  as  open  spaces  above  the  upper  deck.  The  surveyor  of  New  York, 
however,  considered  the  bridge  and  a  part  of  the  poop  as  permanent  closed-in  spaces,  and  added 
1,817  cubic  meters,  equal  to  642  tons,  to  the  vessel's  gross  tonnage.  When  measured  by  the 
Suez  rules,  the  entire  poop  and  bridge,  were  treated  as  closed-in,  and  2,173  cubic  meters,  equiva- 
lent to  767  tons,  were  added  to  the  vessel's  gross  tonnage.  Other  variations  in  the  measured 
spaces  account  for  the  difference  in  the  Duisburg' s  tonnage  as  determined  by  the  Suez,  German, 
and  American  rules. 

Details  of  the  Measurement  and  Tonnage  of  Vessels  to  which  the  British,  Suez,  American,  and  German 
Measurement  Rules  were  Applied  in  the  Determination  of  Gross  Tonnage.1 

vessels  to  which  the  measurement  rules  were  applied. 

The  steamship  Kentuchian  is  an  American  steamship,  representative  of  the  fleet  of  the  American-Hawaiian  Steam- 
ship Co.,  the  largest  American  fleet  which  will  make  use  of  the  canal.  She  is  described  as  a  three-decked  ship,  but 
Lloyd's  Register  describes  her  as  a  two-decked  ship  with  deep  framing  and  a  shelter  deck.  The  ship  is  a  freight  steamer 
with  accommodations,  however,  for  a  number  of  cabin  passengers.  She  carries  280,000  gallons  of  oil  as  fuel,  the  daily 
consumption  being  10,000  gallons  at  a  speed  of  about  11}  knots. 

The  British  steamship  Voltaire  is  a  passenger  and  freight  steamer  belonging  to  the  Lamport  &  Holt  Line,  of  the 
type  in  trade  between  New  York  and  Rio  Janeiro.  She  is  a  three-decked  ship  with  1,200  tons  coal  capacity,  and,  on 
an  average  daily  consumption  of  60  tons,  steams  at  a  speed  of  about  12  knots. 

The  British  steamship  Stephen  is  a  freight  steamer,  with  accommodations  for  some  passengers,  of  the  type  in  trade 
between  New  York  and  the  River  Amazon,  owned  by  the  Booth  Steamship  Co.  She  has  two  decks  and  a  shelter  deck, 
with  a  coal  capacity  of  1,100  tons,  and,  on  32  tons  consumption  per  day,  has  an  average  speed  of  about  11  knots. 

The  steamship  Santa  Rosalia  is  a  modern  British  well-deck  cargo  carrier,  steaming  10  knots,  on  a  daily  coal  con- 
sumption of  33  tons,  and  has  1,896  tons  coal  capacity. 

The  British  steamship  KirMale  is  a  two-decked  ship  (spar  decki  cargo  steamer,  steaming  10  knots,  on  a  daily  coal 
consumption  of  30  tons,  with  a  coal  capacity  of  1,800  tons. 

The  British  steamship  Ihala  is  a  two-decked  ship  to  which  at  New  York  the  surveyor  of  customs  appears  to  have 
added  the  bridge  space,  making  substantially  the  difference  between  the  American  and  British  measurement.  This 
bridge  space  was  not  included  in  the  Suez  Canal  certificate  issued  in  1901.  If,  however,  cargo  should  be  carried  in 
that  space  hereafter  it  would  be  added  to  the  Suez  measurement.  The  steamship  Ihala  is  being  converted  into  an 
oil-burning  steamer. 

The  British  steamship  Tunstall  is  a  one-decked  (turret)  steamer. 

The  British  steamship  Benwood  is  a  one-decked  freighter.  The  bridge  and  poop  were  added  to  the  gross  tonnage 
at  New  York  on  the  ground  that  they  were  permanent  closed-in  spaces. 

The  German  steamship  Patricia,  of  the  Hamburg-American  Line,  was  built  in  1899,  and  is  a  four-decked  passenger 
and  freight  steamer,  steaming  from  12  to  13  knots,  on  a  daily  coal  consumption  of  96  tons,  and  has  a  coal  capacity  of 
1,620  tons. 

1  These  details  are  copied  with  certain  changes  and  abbreviations  from  the  statement  submitted  by  the  Commissioner  of  Navigation  to  the 
Committee  on  Interstate  and  Foreign  Commerce  of  the  House  of  Representatives,  Jan.  20, 1912.  Consult  Hearings  before  Committee  on  Interstate 
and  Foreign  Commerce,  House  Doc.  No.  6S0,  62d  Cong.,  2d  sess.,  pp.  857-S72. 


64  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

The  German  steamship  Duisburg  is  a  cargo  vessel  of  12  knots;  daily  coal  consumption,  40  tons;  coal  capacity, 
1,000  tons;  built  for  trade  between  Germany  and  Australia.  Under  the  German  and  British  laws  the  bridge  house 
and  poop  are  reckoned  as  shelter  spaces  above  the  upper  deck  not  permanently  closed-in.  The  surveyor  at  New  York, 
in  November,  1910,  treated  the  bridge  and  part  of  the  poop  as  permanent  closed-in  spaces,  adding  1,817  cubic  meters 
to  the  vessel's  gross  tonnage.  At  Suez  the  entire  poop  and  bridge  are  treated  as  closed-in  with  a  consequent  addition 
of  2,173  cubic  meters. 

AMERICAN-HAWAIIAN    STEAMSHIP    "  KENTUCKIAN." 

[Measured  at  New  York,  Nov.  22,  1911.    Built  at  Sparrows  Point,  Md.,  1910.] 

Description  and  dimensions. — Register  length,  403.2  feet;  register  breadth,  53.7;  register  depth,  28.1;  height  under 
spar  deck,  7.5;  tonnage  length,  415.4;  number  of  divisions  of  length,  16;  tonnage  depth  amidships,  27.7;  number  of 
divisions  of  depth,  6;  number  of  decks,  3;  number  of  masts,  2;  head,  plain;  stern,  elliptic. 

Tonnage  under  the  measurement  rules  of  the  United  States. 

Tons. 

Under  tonnage  deck  (including  feed-water  tank) 4,  908.  20 

Between  deck 1,  441.  44 

Deck  houses 104.  24 

Side  houses 47.  16 

Skylight .08 

Companionway .48 

Excess  of  hatchways 13.  92 

Gross  tonnage 6,  515.  52 

Tonnage  under  the  laics  of  Great  Britain. 

Tons. 

Under  tonnage  deck  (including  feed-water  tankl 4,  825.  77 

Between  decks 1, 450.  24 

Deck  houses 104.  24 

Side  houses , 47.  16 

Second  tier: 

Roundhouses 65.  17 

Chart  room 7.  52 

Skylight .08 

Companionway .48 

Excess  of  hatches 13.  93 

Gross  tonnage 6,  514.  59 

Tonnage  under  the  Suez  rules. 

Tons. 

Under  tonnage  deck  (including  feed-water  tank  under  boiler  and  engine) 4,  825.  77 

Between  decks 1,  450.  24 

Deck  houses 104.  24 

Side  houses 47. 16 

Roundhouses 65. 17 

Skylight  and  companionway .56 

Galley,  cookhouses,  water-closets,  and  lavatories,  exclusively  used  for  officers  and  crew 15.  77 

Chart  house,  lookout  house,  signal  house,  wheelhouse,  and  steam  stearing  gear 45.  90 

Excess  of  hatchways 13.  65 

Gross  tonnage 6,  568.  61 

BRITISH    STEAMSHIP    "VOLTAIRE,"  OF  LIVERPOOL.1 

[Built  of  steel,  at  Portick,  1907.) 

Descriptions  and  dimensions. — Number  of  decks,  3;  number  of  masts,  2;  head,  straight;  stern,  elliptic;  register 
length,  485.3  feet;  register  breadth.  58.25  feet;  register  depth,  26.2  feet. 

Tonnage  stated  in  the  British  register  issued  at  Liverpool,  Mar.  IS,  1907. 

Tons. 

Under  tonnage  deck 6, 023.  52 

Between  decks 1,  956.  91 

Deck  houses 560.  31 

Side  houses 30. 02 

Chart  house 6. 10 

Light  and  air 40.  79 

Gross  tonnage 8,  617.  65 

1  There  being  no  omissions  not  authorized  by  the  laws  of  the  United  States,  the  British  tonnage  was  accepted  by  the  New  York  surveyor. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  65 

Tonnage  stated  in  the  Suez  Canal  certificate  issued  by  the  British  Board  of  Trade,  Mar.  30,  1911. 

Tons. 

Under  tonnage  deck 6, 064.  00 

Between  decks 1,  956.  91 

Roundhouses 605.  30 

Side  houses 30.  02 

Galleys,  cookhouses,  water-closets,  lavatories,  and  bathrooms 93. 14 

Wheelhouse,  chart  house,  etc ■ 27.19 

Gross  tonnage 8,  776.  56 

THE    BRITISH   STEAMSHIP    "STEPHEN." 
[Built  of  steel,  in  1910,  on  the  Tyne.J 
Dimensions. — Registered  length,  376.5  feet;  registered  breadth,  50.3  feet;  registered  depth,  23.6  feet. 

Tonnage  under  measurement  rules  of  the  United  States. 

Tons. 

Under  tonnage  deck 3,  607.  36 

Forecastle 84.  92 

Bridge  space 303. 10 

Poop 177.  78 

Side  houses 7.  62 

Deck  houses 196.  78 

Light  and  air 57. 28 

Upper  between  decks  added 968.  94 

Light  and  air  added 54.  99 

Excess  hatchways  added 11.  55 

Gross  tonnage 5,  470.  32 

Tonnage  stated  in  British  certificate. 

Tons. 

Under  tonnage  deck 3,  607.  36 

Forecastle 84.  92 

Bridge  space 303. 10 

Poop 177.  78 

Side  houses 7.  62 

Deck  houses 196.  78 

Light  and  air 57.  28 

Gross  tonnage 4.  434.  84 

Tonnage  stated  in  Suez  Canal  certificate. 

Tons. 

Under  tonnage  deck 3,  607.  36 

Between  decks 1,  256.  41 

Bridge  space 347.  07 

Roundhouses 115.  26 

Side  houses 2.  52 

Galley,  cookhouses,  water-closet,  and  bath 70.  53 

Chart  house,  wheelhouse,  etc 46.  68 

Excess  hatchways 31.  87 

Gross  tonnage 5,  477.  70 

BRITISH    STEAMSHIP    "SANTA   ROSALIA,"    OF    LONDON. 
[Built  of  steel  at  port  Glasgow,  1911.] 
Description  and  dimensions. — Number  of  decks,  2;  number  of  masts,  2;  head,  plain;  stern,  elliptic;  register  length, 
406  feet;  register  breadth,  52.6  feet;  register  depth,  27.7  feet. 

Tonnage  stated  in  the  British  register,  issued  at  London,  Oct.  11,  1911 . 

Tons. 

Under  tonnage  deck 4,  969.  98 

Houses  under  bridge 50. 16 

Side  houses  under  forecastle 68.  22 

Houses  under  poop 10.  85 

Side  houses 34.00 

Deck  houses 96.  75 

Chart  house 3.99 

Light  and  air 138.  67 

Excess  hatchways 36.  81 

Gross  tonnage 5, 409.  43 


66  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

Tonnage  under  the  measurement  rules  of  the  United  Slates. 

Tons. 

Under  tonnage  deck 4, 969.  98 

Houses  under  bridge 50. 16 

Side  houses  under  forecastle 68.  22 

Houses  under  poop 10.  So 

Side  houses 34.  00 

Deck  houses ' 96.  75 

Chart  house 3.  99 

Light  and  air 137.  24 

Excess  hatchways 32.  76 

Bridge  space  added 323.  27 

Poop  added 106.  75 

Gross  tonnage 5,  833.  97 

Tonnage  stated  in  the  Suez  Canal  certificate,  issued  by  the  British  Board  of  Trade,  Oct.  S3,  1911. 

Tons. 

Under  tonnage  deck 4, 969.  98 

Forecastle. . .'. 64. 13 

Bridge  space 324.  26 

Poop 16.  48 

Roundhouses 81. 15 

Galleys,  cookhouses,  water-closets,  lavatories,  and  bathrooms 32.  36 

Wheelhouses,  chart  house,  house  for  donkey  boiler,  and  other  closed-in  spaces  used  for  working  the  ship. ...  54.  27 

Hatchways 37.  54 

Gross  tonnage 5, 580. 17 

BRITISH    STEAMSHIP    "KIRKDALE,"  OF   GLASGOW. 

[Built  of  steel  at  port  Glasgow,  1909.) 

Description  and  dimensions. — Number  of  decks,  2;  number  of  masts,  2;  head,  plain;  stern,  elliptic;  register  length 
400  feet;  register  breadth,  51.85  feet;  register  depth,  26.9  feet. 

Tonnage  stated  in  British  register,  issued  at  Glasgow,  Dec.  16,  1909. 

Tons. 

Under  tonnage  deck 4,  491.  77 

Forecastle  and  sides 60. 15 

Side  houses 43.  72 

Deck  houses 53.  85 

Chart  house 4.  85 

Light  and  air 34.  49 

Excess  hatches 36.  80 

Gross  tonnage 4,  731.  63 

Tonnage  Under  the  measurement  rules  of  the  United  Stales. 

Tons. 

Under  tonnage  deck 4,  491.  77 

Forecastle 66. 15 

Side  houses 43.  72 

Deck  houses 53.  S5 

( 'hurt  house 4.  85 

Light  and  air 34. 49 

Excess  hatches 25.  77 

Bridge  space  added 388.  31 

Poop  space  added 165.  45 

Light  and  air  added 7s.  11 

Gross  tonnage 5,  352.  47 


MEASUREMENT   OF   VESSELS   FOR    PANAMA   CANAL.  67 

Tonnage  stated  in  Suez  Canal  certificate,  issued  by  the  British  Board  of  Trade,  Jan.  8,  1910.  T 

Under  tonnage  deck 4,  491.  77 

Forecastle 66.  21 

Bridge  space 271.  50 

Poop 4S.  90 

Roundhouses 158.  28 

Galleys,  cookhouses,  water-closets,  lavatories,  and  bathrooms \ 22.  74 

Wheelhouse,  chart  house,  and  steering  house 14.  37 

Hatchways 26.  96 

Gross  tonnage 5, 100.  73 

BRITISH   STEAMSHIP    "IKALA,"  OF  LIVERPOOL. 

[Built  of  steel  at  Yoker,  1901.] 

Description  and  dimensions. — Number  of  decks,  2;  number  of  masts,  2;  head,  plain;  stern,  elliptic;  register  length, 
385.1  feet;  register  breadth,  48.7  feet;  register  depth,  27.05  feet. 

Tonnage  stated  in  British  register,  issued  at  Liverpool,  July  8,  1901.  T 

Under  tonnage  deck 4,  036.  82 

Poop 109.  94 

Roundhouses 85.  24 

Forecastle 34.  44 

Excess  hatchways 26.  93 

Light  and  air 29.  02 

Gross  tonnage 4,  322.  39 

Tonnage  as  amended  by  application  of  the  measxirement  rules  of  the  United  States  at  Neic   York,  May  18,  1910. 

Tons. 

Under  tonnage  deck 4,  036.  82 

Poop 109.  94 

Roundhouses 85.  24 

Forecastle 34.  44 

Excess  hatchways 26.  93 

Light  and  air 29.  02 

Light  and  air  added 93.  96 

Bridge  added 268.  62 

Gross  tonnage 4,  684.  97 

Tonnage  stated  in  the  Suez  certificate,  issved  by  the  British  Board  of  Trade,  July  11,  1901.  Tons 

Under  tonnage  deck 4,  036.  82 

Poop 109.  94 

Forecastle 34.  44 

Roundhouses 77.  94 

Galleys,  cookhouses,  water-closets,  and  bath 17. 42 

Wheelhouse,  chart  house,  etc 13.  67 

Hatches 26.  96 

Gross  tonnage 4,  317. 19 

BRITISH   STEAMSHIP    "  TUN'STALL."  OF   WEST   HARTLEPOOL. 

[Built  of  steel  at  Sunderland,  1907.] 

Description  aivl  dimensions . — Number  of  decks.  1;  number  of  masts,  2;  head,  plain;  stern,  elliptic;  register  length 
350  feet;  register  breadth.  50.1  feet;  register  depth,  22.4  feet. 

Tonnage  stated  in  British  register,  issued  at  West  Hartlepool,  Feb.  _'/.  7907.  Tons 

Under  tonnage  deck 3. 127.  77 

Turret 467.  26 

House  in  bridge 7.  40 

Poop 65.  31 

Forecastle  (houses  in) 4.  98 

Roundhouses 66.  54 

Side  houses .84 

Excess  hatches 27.  68 

Light  and  air 57.  49 

Gross  tonnage 3,  825.  27 


68  MEASUREMENT    OF   VESSELS   FOE   PANAMA   CANAL. 

Tonnage  as  amended  by  application  of  the  measurement  rules  of  the  United  States,  at  Tampa,  Fla.,  Nov.  27,  1907. 

Tons. 

Under  tonnage  deck,  including  turret 3,  595.  03 

Poop 65.  31 

Forecastle 4.  98 

Excess  hatchways 27.  68 

Bridge 240.  28 

Less  space  above  engine 20.  22 

Less  donkey  boiler  and  stack  casing 30. 16 

Less  hatch wavs 18.  05 

68.43 

' 171.  85 

Bridge  house , 7.  40 

Roundhouses 66.  ">4 

Side  houses .84 

Gross  tonnage 3.  939.  63 

Tonnage  stated  in  the  Suez  Canal  certificate,  issued  by  the  British  Board  of  Trade.  Feb.  87,  1907.  Tons 

Under  tonnage  deck 2.  995.  71 

Forecastle 5.  20 

Poop 65.  31 

Turret 526.  90 

Roundhouses 67.  41 

Side  houses .84 

Galleys,  cookhouses,  water-closets,  lavatory,  and  bath 22.  04 

Wheelhouse,  chart  house,  etc 67.  66 

Hatches 27.  69 

Gross  tonnage 3,  778.  76 

BRITISH   STEAMSHIP    "BENWOOD,"    OF   LIVERPOOL. 

[Built  of  steel  at  Stockton-on-Tees,  1910.] 

Description  and  dimensions. — Number  of  deck.'',  1 :  number  of  masts,  L':  head,  plain'etern,  elliptic:  register  length, 
345  feet:  register  breadth.  51.2  feet:  register  depth,  25.4  feet. 

Tonnage  stated  in  the  British  register,  issued  at  Liverpool  Jan.  12,  1910.  Tons 

Under  tonnage  deck ! 3,  671. 83 

Poop 28. 90 

Side  houses 30.  62 

Deck  houses 92. 46 

Trunk  hatch .24 

Excess  hatches 45.35 

Gross  tonnage 3.  869.  40 

Tonnage  as  amended  by  application  if  the  lairs  if  tin    United  States  at  Xeir   Yuri:.  Nov.  9,  1911.  Tons 

Under  tonnage  deck 3, 671. 83 

Poop 28. 90 

Side  houses 30. 62 

Deck  houses , 92. 46 

Trunk  hatch .24 

Bridge,  added 253. 08 

Poop,  added 109.  68 

Excess  hatches 47. 38 

Gross  tonnage 4.  234. 19 

Tonnage  staled  in  the  Sue:  f'anal  certificate,  issued  by  the  British  Board  of  Trade,  at.  Liverpool,  1910.  Tons 

Under  tonnage  deck 3,  671.  83 

Forecastle .07 

Bridge  space 194.  99 

Poop 84.  58 

Roundhouses • 83. 79 

Galleys,  cookhouse,  water-closets,  etc 17.  26 

Wheelhouse,  chart  house,  etc 13.  20 

Excess  hatches 45. 11 

Gross  tonnage 4, 110.  83 


MEASUREMENT    OF   VESSELS   FOE   PANAMA   CANAL.  69 

GERMAN    STEAMSHIP    "  PATRICIA.  "  OF  HAMBURG.1 

[Built  at  Stettin,  of  steel,  1S99.] 

Description  and  dimensions. — Number  of  decks,  4;  number  of  masts,  4:  head,  plain:  stern,  round;  register  length, 
560.12  feet;  register  breadth,  62.25  feet;  register  depth.  44.96  feet. 

Tonnage  stated  in  the  German  register,  issued  at  Hamburg  Oct.  SO,  1910. 

Cubic  meters.  Tons. 

Under  tonnage  deck 22,  938. 9 

Between  deck 6,  700.  3 

Between  decks  1  and  2 6, 828.  7 

Under  bridge  deck 1,  868.  6 

Other  spaces 2.  645.  0 

Gross  tonnage 40.  981.  5         14, 466. 48 

Tannage,  stated  in  the  Suez  Canal  certificate,  issued  at  Hamburg  Oct.  2,  1910. 

Cubic  meters.  Tons. 

Under  tonnage  deck 22,  938.  9 

Between  deck 6,  700. 3 

Between  decks  1  and  2 6,  82S.  6 

Bridge  houses 2, 120. 1 

Houses 2, 189. 2 

Steering  gear,  navigation  rooms,  chart,  etc 167. 1 

Gross  tonnage : 40,  944.  2        14, 453. 3 

GERMAN'  STEAMSHIP    "DUISBtTRG,"  OF   HAMBURG. 

[Built  at  Flensburg,  of  steel,  1900.) 

Description  and  dimensions. — Number  of  decks,  2;  number  of  masts,  2;  head,  plain:  stern,  round;  register  length, 
118.66  meters=389.2  feet:  register  breadth,  14.63  meters=48  feet;  register  depth.  8.67  meters=28.43  feet. 

Tonnage  stated  in  the  German  register,   issued  at  Hamburg.    July  1.   1907. 

Culric  meters.  Tons. 

Under  tonnage  deck 12, 079.  742 

Poop 117.  674 

Forecastle 210. 176 

Other  spaces 311. 936 

Excess  hatches 17.  852 

Gross  tonnage 12.  737.  380  4,  496.  295 

Tonnage  under  measurement  rules  of  the  United  States. 

Cubic  meters.  Tons 

Under  tonnage  deck 12.  079.  742 

Poop *  117.  674 

Forecastle 210. 176 

Other  spaces 311. 936 

Excess  hatches  as  measured 69. 460 

Bridge  and  part  of  poop  (added  i 1,  817.  861 

Gross  toniL.ge 14.  606.  849  5, 156. 21 

Tonnage  stated  in  the  Suez  Canal  certificate,  issued  at  Hamburg  July  9.  1907. 

Cubic  meters.  Tons. 

Under  tonnage  deck 12, 079. 700 

Poop  and  bridge 2, 173. 579 

Forecastle 202.  296 

Roundhouses 274. 921 

Galley,  cookhouse,  water-closets,  and  bath 59.  723 

Wheelnouse,  chart  house,  etc 58.  243 

Hatches 40. 233 

Gross  tonnage 14.  888.  7  5,  255  71 

1  There  being  no  omissions  not  authorized  by  the  laws  of  the  United  States,  the  German  tonnage  was  accepted  by  the  New  York  surveyor. 


CHAPTER   V. 


NET  TONNAGE. 

71 


CHAPTER  V. 


NET  TONNAGE. 

The  gross  tonnage  of  a  vessel  includes  its  entire  closed-in  capacity;  the  net  tonnage  is, 
approximately,  a  vessel's  capacity  available  for  cargo  and  passengers.  The  gross  tonnage, 
as  has  been  explained,  is  obtained  by  measuring  the  contents  of  the  closed-in  spaces  above 
and  below  the  upper  deck  and  by  dividing  the  contents  thus  obtained  by  100,  if  in  cubic  feet, 
or  by  2.83,  if  in  cubic  meters.  The  net  tonnage  is  ascertained  by  deducting  from  the  spaces 
included  within  the  gross  tonnage  the  spaces  required  for  the  crew,  for  the  navigation  of  the 
ship  and  for  propelling  power.  A  vessel  ton,  net  or  gross,  is  100  cubic  feet,  or  2.83  cubic  meters. 
A  vessel's  net  tonnage  is  its  earning  capacity  in  units  of  100  cubic  feet  or  2.83  cubic  meters. 

These  definitions  state  what  gross  and  net  tonnage  theoretically  are  and  what  they  would 
be  in  practice,  if  uniform  and  exact  measurement  rules  were  applied  in  the  same  manner  in  all 
countries.  As  a  matter  of  fact,  however,  the  rules  for  the  measurement  of  vessels  to  determine 
their  gross  and  net  tonnage  are  not  the  same,  and  the  interpretation  and  application  of  the  rules 
are  not  uniform.  Vessels  of  identical  construction  may  vary  widely  as  to  gross  tonnage,  and 
especially  as  to  net  tonnage,  when  measured  and  registered  in  different  countries.  It  is  to  be 
hoped  that  this  may  not  always  be  the  case.  It  is  highly  desirable  that  there  should  be  uniform 
practice  the  world  over  as  regards  the  vessel  spaces  to  be  included  in  gross  tonnage,  and  as 
regards  the  spaces  to  be  deducted  therefrom  in  calculating  net  tonnage. 

If  international  unity  in  vessel  measurement  and  tonnage  is  ever  secured,  it  wdl  presumably 
be  brought  about  by  the  general  adoption  by  all  countries  of  a  set  of  measurement  rules  based 
upon  the  two  principles  that  must  underlie  any  logical  or  consistent  code  of  rules;  i.  e.,  that 
gross  tonnage  shall  include  the  vessel's  entire  closed-in  capacity,  and  that  net  tonnage  shall 
include  the  actual  space  available  for  the  stowage  of  cargo  and  the  accommodation  of  passengers ; 
or,  stated  differently,  that  gross  tonnage  shall  represent  the  entire  closed-in  volume,  and  net 
tonnage  the  actual  earning  capacity. 

These  principles  were  the  basis  of  the  measurement  rules  formulated  for  the  Suez  Canal  Co. 
by  the  International  Tonnage  Commission  at  Constantinople  in  1873,  and  have  since  been 
maintained  by  the  company  in  interpreting  and  enforcing  the  rules.  The  Panama  measure- 
ment rules  recommended  in  this  report  are  believed  to  carry  out,  even  more  fully  than  the 
Suez  rules  do,  the  principles  that  gross  tonnage  shall  equal  the  entire  closed-in  volume  of  vessels 
and  net  tonnage  the  actual  earning  capacity.  The  Suez  rules  and  those  recommended  for 
Panama,  though  varying  in  certain  details,  are  not  so  dissimilar  as  to  make  their  unification 
seem  especially  difficult. 

Should  future  events  harmonize  these  two  sets  of  rules  so  that  either  a  Suez  or  a  Panama 
tonnage  certificate  will  be  accepted  at  either  of  the  canals,  a  strong  reason,  and  possibly  a  con- 
trolling reason,  will  exist  for  the  complete  international  unification  of  vessel  measurement  and 
tonnage.  The  problems  to  be  dealt  with  in  bringing  about  common  rules  and  common  practice 
are  indicated  by  the  discussion  of  gross  tonnage  in  the  preceding  chapter  and  of  net  tonnage 
in  the  following  pages. 

The  spaces  deducted  from  those  included  in  gross  tonnage  to  ascertain  a  vessel's  net  tonnage 
are  of  two  general  categories:  (1)  Those  required  for  propelling  power,  and  (2)  those  required  to 
house  other  machinery,  to  accommodate  the  ship's  personnel,  and,  in  general,  the  non-exempted 
spaces,  other  than  those  occupied  by  the  engines  and  fuel,  required  for  the  navigation  of  the  ship. 
The  deducted  spaces  of  the  second  category  may  be  either  in  the  hull  of  the  vessel  below  the 
61861°— 13 6  73 


74  MEASUREMENT   OF   VESSELS  FOE  PANAMA  CANAL. 

uppermost  full-length  deck  or  may  be  in  "permanently  covered  and  closed-in  spaces"  on  or 
above  that  deck. 

The  space  deducted  for  propelling  power — the  space  occupied  by  the  engine  room,  fuel, 
and  the  shaft  tunnel — is  determined  by  the  application  of  one  or  more  of  three  rules: 

1.  The  British  Board  of  Trade  percentage  rule  provides  that  the  deduction  for  pro- 
pelling power  shall  be  32  per  cent  of  the  gross  tonnage  in  the  case  of  vessels  with  screw  pro- 
pellers, when  the  space  occupied  by  engine  and  boiler  rooms  is  more  than  13  and  less  than 
20  per  cent  of  the  gross  tonnage  of  the  vessel;  and  shall  be  37  per  cent  of  the  gross  tonnage  in 
the  case  of  vessels  with  paddle  wheels  when  the  space  occupied  by  the  engine  and  boiler  rooms 
is  more  than  20  and  less  than  30  per  cent  of  the  gross  tonnage.  To  screw-propelled  vessels 
whose  actual  engine-room  space  does  not  come  between  13  and  20  per  cent  of  the  space  included 
within  gross  tonnage,  and  to  vessels  propelled  with  paddle  wheels  whose  engine-room  space 
does  not  come  between  20  and  30  per  cent  of  the  space  included  in  gross  tonnage,  the  following 
rule  is  applied  to  determine  the  tonnage  to  be  deducted  for  propelling  power. 

2.  The  Danube  rule  stipulates  that  the  deduction  for  propelling  power  shall  be  the  actual 
volume  or  space  occupied  by  the  engine  and  boiler  rooms,  with  the  addition  of  75  per  cent  in 
the  case  of  screw-propelled  vessels  and  with  the  addition  of  50  per  cent  in  the  case  of  vessels 
propelled  by  paddle  wheels.  This  is  the  rule  enforced  by  the  Suez  Canal  Co.  for  all  vessels 
having  movable  coal  bunkers.  In  the  case  of  vessels  having  fixed  bunkers  the  Suez  rules 
allow  vessel  owners  to  choose  between  the  Danube  rule  and  the  following  rule. 

3.  The  actual-volume,  or  the  so-called  German,  rule  provides  that  the  deduction  for  pro- 
pelling power  shall,  in  the  case  of  vessels  with  fixed  bunkers,  be  the  tonnage  of  the  space  actually 
occupied  by  the  engine  and  boiler  rooms  and  fixed  bunkers.  This  ride  originated  in  England 
and  not  in  Germany,  and  does  not  now  prevail  in  Germany.  It  was,  however,  in  force  for  a 
while  in  Germany  and  came  to  be  called  the  German  rule  in  contrast  to  the  British  or  per- 
centage ride. 

In  all  cases  the  engine  and  boiler  rooms  include  the  spaces  actually  occupied  by  the  engines 
and  bofiers  and  by  the  shaft  tunnel  or  tunnels  when  the  vessel  is  screw-propelled  and  the  spaces 
framed-in  around  the  funnels  and  within  the  light  and  air  casings  above  the  engine  and  boiler 
rooms.  It  will  be  explained  later,  however,  that  the  measurement  rides  prevading  in  different 
countries  treat  the  light  and  air  and  funnel  spaces  above  the  engine  rooms  differently,  some 
rules  including  more  of  those  spaces  than  do  other  rides.  The  history  and  a  critical  discussion 
of  the  rules  concerning  the  deduction  of  propelling  power  spaces  are  presented  in  Chapter  IX 
of  this  report. 

An  analysis  and  comparison  of  the  British,  Suez,  German,  and  American  measurement 
rules  as  regards  the  provisions  concerning  the  deductions  for  propelling  power  and  the  deduc- 
tions allowed  for  the  housings  and  spaces  required  for  machinery  other  than  propelling  power, 
and  for  officers'  and  crew's  quarters — i.  e.,  the  spaces  occupied  by  the  men,  stores,  appliances, 
facilities,  and  machinery  required  for  the  operation  and  navigation  of  the  ship — will  reveal  the 
factors  to  be  considered  in  formulating  rules  for  the  measurement  of  vessels  using  the  Panama 
Canal,  and  wdl  show  to  what  extent  the  four  sets  of  rules  compared  adhere  to,  and  to  what 
extent  they  disregard,  the  principle  that  net  tonnage  should  include  and  accurately  express 
the  actual  earning  capacity  of  merchant  vessels.  The  Panama  rules  will  thus  be  framed  with 
knowledge  of  the  main  provisions  of  existing  rules,  and  may  be  formulated  with  a  view  to 
avoiding  those  provisions  of  the  existing  rules  that  do  not  tally  with  the  principle  that  net 
tonnage  should  accurately  state  the  merchant  vessel's  earning  capacity. 

BRITISH    NET-TONNAGE    RULES. 

The  largest  deductions  from  gross  tonnage  to  determine  net  tonnage  are  for  the  spaces 
occupied  by  the  engines,  the  ship's  fuel,  the  shaft  tunnels,  and  the  light  and  air  and  framed-in 
funnel  spaces  above  the  engine  room.  For  most  freight  vessels  under  the  British  flag,  the 
deduction  for  propelling  power  is  32  per  cent  of  the  gross  tonnage,  such  vessels  being  for  the 


MEASUEEMENT   OP   VESSELS   FOE   PANAMA   CANAL.  75 

most  part  screw  steamers  so  constructed  as  to  bring  the  engine-room  space  somewhat  above 
13  per  cent  and  somewhat  under  20  per  cent  of  the  entire  space  included  in  gross  tonnage. 
For  the  comparatively  small  tonnage  of  paddle-wheel  steamers,  the  deduction  for  propelling 
power  is  37  per  cent  of  the  gross  tonnage  when  the  engine  and  boiler  room  spaces  come 
between  20  and  30  per  cent  of  the  entire  space  included  in  gross  tonnage.  The  British  meas- 
urement rules  provide  that,  as  regards  screw  steamers  whose  engine-room  space  does  not  come 
between  the  13  to  20  per  cent  limits  and  paddle-wheel  steamers  whose  engine-room  space  does 
not  come  between  the  20  to  30  per  cent  limits: 

The  deduction  shall,  if  the  Board  of  Trade  and  the  owner  both  agree  thereto,  be  estimated  in  the  same  manner, 
but  either  they  or  he  may.  in  their  or  his  discretion,  require  the  space  to  be  measured  and  the  deduction  estimated 
accordingly;  and  whenever  the  measurement  is  so  required  the  deduction  shall  consist  of  the  tonnage  of  the  space 
actually  occupied  by  or  required  to  be  inclosed  for  the  proper  working  of  the  boilers  and  machinery,  with  the  addition 
in  the  case  of  ships  propelled  by  paddle  wheels  of  one-half,  and  in  the  case  of  ships  propelled  by  screws  of  three-fourths, 
of  the  tonnage  of  the  space;  in  the  case  of  ships  propelled  by  screws  the  contents  of  the  shaft  trunk  shall  be  added  to 
and  deemed  to  form  part  of  the  space. 

In  actual  practice,  the  Board  of  Trade  applies  the  Danube  ride  in  deducting  propelling  power 
spaces  in  the  case  of  screw-pro  polled  vessels  whose  engine-room  space  does  not  exceed  13  per 
cent  of  the  entire  space  included  in  the  gross  tonnage  and  in  the  case  of  paddle-wheel  vessels 
whose  engine-room  space  does  not  exceed  20  per  cent  of  the  entire  space  included  within  gross 
tonnage.  The  deduction  for  propelling  power  space  in  vessels  of  relatively  high  power  whose 
engine-room  space,  for  screw-propelled  ships,  is  20  per  cent  or  more  of  the  space  included  in 
gross  tonnage,  or  (for  paddle-wheel  steamers)  30  per  cent  or  more  of  the  space  included  in 
gross  tonnage,  is  determined  by  applying  the  Danube  rule.  The  owner  of  high-powered  vessels 
being  given  the  choice  between  the  Board  of  Trade  or  percentage  rule  and  the  Danube  rule 
for  determining  the  space  deductions  for  propelling  power  would  naturally  prefer  the  latter, 
because  the  Danube  rule  would  secure  a  larger  deduction.  The  British  act  of  1907,  however, 
provides  that  the  total  deduction  for  propelling  power  space  shall,  beginning  with  the  1st  of 
January,  1914,  not  exceed  55  per  cent  of  the  vessel's  tonnage  remaining  after  other  deductions 
than  those  for  propelling  power  have  been  made. 

The  British  or  percentage  rule  for  the  deduction  of  propelling  power  space  is  favorable  to 
ordinary  freight  ships  which  constitute  the  major  share  of  the  merchant  marine  under  the 
British  flag.  Most  freight  vessels  are  so  constructed  that  the  actual  space  occupied  by  the  engine 
and  boiler  rooms,  shaft  trunks,  and  the  light  and  air  and  framed-in  funnel  spaces  below  the 
upper  deck  but  slightly  exceeds  13  per  cent  of  the  entire  space  included  within  gross  tonnage. 
In  the  case  of  a  vessel  of  6,000  tons  gross,  whose  engine  and  boiler  rooms  (including  shaft  tunnel 
and  measured  light  and  air  and  funnel  spaces)  equal  14  per  cent  of  the  entire  space  included 
in  gross  tonnage,  the  deduction  for  propelling  power  would  be  1,920  tons  (32  per  cent  of 
6,000).  The  deduction  for  propelling  power  which  this  vessel  would  secure  under  the  Danube 
rule  would  be  24£  per  cent  of  the  gross  tonnage  (14  per  cent  multiplied  by  If),  or  1,470  tons. 

In  addition  to  the  allowances  made  for  propelling  power  under  the  British  rules  the  fol- 
lowing spaces  are  deducted  from  gross  tonnage  in  determining  net  tonnage: 

1.  Crew  spaces.  The  law  requires  that  vessels  shall  provide  at  least  120  cubic  feet  and  at 
least  15  superficial  feet  of  space  per  man.  The  space  per  man  in  the  sleeping  quarters  shall 
not  be  less  than  72  cubic  feet  and  12  square  feet  of  floor  area.  The  spaces  may  be  above  or 
below  deck. 

2.  The  master's  cabin,  when  used  exclusively  by  him,  and  the  engineers  and  officers'  accom- 
modations, mcluding  berths,  mess  rooms,  and  reasonable  toilet  facilities  for  then-  exclusive  use. 

3.  The  space  occupied  by  boatswains'  stores. 

4.  The  space  occupied  by  the  helm,  capstan,  and  anchor  gear,  and  the  space  required  for 
storing  charts,  signals,  and  other  instruments  of  navigation.  When  these  spaces  are  above 
deck,  however,  they  are  not  included  in  gross  tonnage  and  consequently  are  not  deducted 
therefrom. 


76  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

5.  The  space  occupied  by  the  donkey  engine  and  boiler  when  they  are  connected  with  the 
pumps.  When  the  donkey  engine  and  boiler  are  housed  above  deck,  the  space  is  not  included 
in  the  gross  tonnage  and  accordingly  is  not  deducted;  when  connected  with  the  engine  room 
they  are  deducted  as  part  of  the  machinery  space. 

6.  Water  ballast  tanks  such  as  after,  peak,  and  deep  tanks.  Double-bottom  ballast  spaces 
are  exempted  from  gross  tonnage. 

7.  Galleys,  bakeries,  toilets,  and  bathrooms  for  the  accommodation  and  use  of  the  officers, 
engineers,  and  crew  are  deducted  if  below  decks.  When  such  spaces  are  above  decks  they 
are  omitted  from  measurement. 

8.  In  the  case  of  sailing  vessels,  a  space  not  exceeding  2\  per  cent  of  the  vessel's  gross 
tonnage  maj'  be  deducted  when  the  space  is  set  apart  for  the  storage  of  sails. 

As  was  stated  in  the  discussion  of  gross  tonnage,  the  British  rules  provide  that  spaces- 
occupied  by  deck  loads  are  not  included  within  gross  tonnage.     The  space  occupied  by  deck 
cargoes  are,  however,  measured  and  added  to  the  net  tonnage  upon  which  dues  are  payable. 
Deck  cargo  spaces  are  not  a  part  of  net  tonnage,  but  are  merely  added  to  the  tonnage  upon 
which  dues  or  taxes  are  payable. 

The  "Certificate  of  Survey,"  or  toimage  certificate  issued  by  the  surveyors  of  the  British 
Board  of  Trade,  is  reproduced  as  Form  1,  page  52.  The  certificate  enumerates  the  spaces  that 
the  British  acts  stipulate  may  be  deducted  from  gross  tonnage  in  the  calculation  of  net  tonnage. 

THE    SUEZ    NET-TONXAGE    RULES. 

The  Suez  Canal  Co.'s  measurement  rules,  which  were  formulated  by  the  International 
Tonnage  Commission  that  met  in  Constantinople  in  1873,  apply  the  Danube  instead  of  the 
percentage  rule  in  the  deduction  of  spaces  for  propelling  power.  The  Suez  rules  also  differ 
from  those  in  force  in  Great  Britain  and  other  countries  regarding  the  deductions  for  other 
spaces  than  those  occupied  by  propelling  power. 

The  Suez  rules  stipulate,  in  general,  that  the  following  deductions  shall  be  made  for  the 
spaces  devoted  to  propelling  power: 

The  spaces  occupied  by  the  engines,  boilers,  coal  bunkers,  shaft  trunks  of  screw  steamers,  and  the  spaces  between 
decks  and  in  the  covered  and  closed-in  erections  on  the  upper  deck  surrounding  the  funnels  and  required  for  the  intro- 
duction of  air  and  light  into  the  engine  rooms  and  for  the  proper  working  of  the  engines  themselves.  Such  deductions 
shall  not  exceed  50  per  cent  of  the  gross  tonnage. 

In  the  case  of  tugs,  however,  the  propelling-power  deductions  are  not  limited  to  50  per  cent 
of  the  gross  tonnage.  The  deductions  made  for  the  above-named  spaces  are  always  determined, 
in  the  case  of  ships  having  coal  bunkers  with  movable  partitions,  by  applying  the  Danube 
rule;  that  is,  the  space  actually  occupied  by  the  engine  room,  the  boiler  room,  shaft  tunnels  in 
screw-propelled  vessels,  and  the  spaces  framed  in  between  decks  for  the  funnels  and  for  the 
admission  of  air  and  light  into  the  engine  room  are  measured,  and  the  volume  of  the  spaces 
thus  found  by  measurement  is  increased  by  75  per  cent,  in  the  case  of  screw-propelled  vessels, 
and  by  50  per  cent,  in  the  case  of  ships  with  paddle  wheels. 

The  Suez  regulations  provide  that  the  owner  of  vessels  with  fixed  coal  bunkers  may  decide 
whether  the  deductions  for  propelling  power  shall  be  made  by  applying  the  Danube  rule  or  by 
measuring  the  actual  space  occupied  by  machinery  and  fuel.  If  the  actual  space  is  measured 
for  deduction,  the  deductions  include  the  entire  spaces  framed  in  around  the  funnels  and  the 
entire  spaces  required  for  the  admission  of  light  and  air  into  the  engine  rooms,  above  as  well 
as  below  the  upper  deck.  The  rule  as  to  the  deduction  of  light  and  air  and  framed-in  funnel 
spaces  under  the  Danube  rule  has,  since  1904,  been  somewhat  flexible.  Such  spaces  located 
between  decks  and  below  a  "shelter  deck"  which  the  Suez  rules  treat  as  closed-in  are  always 
included  in  the  engine  room,  but  such  spaces  when  located  in  inclosed  deck  erections  above 
the  first  tier  may  or  may  not  be  included,  as  the  owner  may  elect;  but  if  the  owner  elects  to 
have  them  included  in  the  engine-room  space,  he  thereby  forfeits  certain  exemptions  otherwise 
granted  by  the  rules  of  1904.  This  question  is  discussed  and  fully  explained  in  Chapter  IX 
upon  the  Deductions  for  Propelling  Power. 


MEASUREMENT  OF  VESSELS  FOE  PANAMA  CANAL.  77 

The  deductions  other  than  those  for  propelling  power  provided  for  by  the  Suez  measurement 
rules  include: 

1.  Spaces  for  the  accommodation  of  the  crew.  The  accommodations  for  clerk,  purser, 
stewards,  and  for  the  passengers'  servants  are  not  included  in  the  deduction. 

2.  Quarters  occupied  by  the  officers.  The  captain's  cabin  is  not  deducted.  The  cabins 
occupied  by  the  ship's  doctors  are  deducted  when  actually  occupied  by  the  doctors. 

3.  Spaces  above  and  below  deck  occupied  by  the  cookhouses,  galleys  and  bakeries  that  are 
exclusively  for  the  use  of  the  officers,  engineers,  and  crew. 

4.  Spaces  for  the  anchor  gear  and  the  capstan  and  for  working  the  helm  if  above  decks. 

5.  Rooms  for  keeping  the  charts,  signals,  and  other  instruments  of  navigation  if  above 
decks. 

6.  The  mess  room  or  rooms  for  the  exclusive  use  of  the  officers  and  engineers,  but  no  deduc- 
tion is  allowed  for  officers'  mess  rooms  upon  ships  that  carry  passengers  without  providing 
a  mess  room  for  passengers. 

7.  Bathrooms  and  lavatories,  latrines  and  closets  for  the  exclusive  use  of  the  ship's 
officers,  engineers,  and  crew. 

8.  Spaces  especially  provided  for  the  storage  of  electric  searchlights  and  wireless-teleg- 
raphy appliances,  provided  these  spaces  are  upon  the  upper  deck. 

The  total  space  allowed  for  deductions  other  than  for  propelling  power  shall  not  exceed 
5  per  cent  of  the  entire  space  included  within  gross  tonnage.  The  Suez  Canal  tonnage  certificate 
reproduced  in  the  preceding  chapter,  Form  3,  enumerates  the  spaces  which  the  Suez  measure- 
ment rules  allow  to  be  deducted  from  gross  tonnage  to  determine  net  tonnage. 

NET  TONNAGE  RULES  OF  GERMANY. 

The  measurement  rules  prevading  in  Germany  are  practically  the  same  as  the  British 
rules.  As  is  customary  in  other  countries,  the  deductions  allowable  in  determining  net  tonnage 
are  divided  into  two  classes — spaces  required  for  propelling  power,  and  spaces  for  the  accom- 
modation of  the  crew  and  for  the  navigation  of  the  ship. 

The  German  measurement  rules  apply  the  British  Board  of  Trade  rule  for  propelling- 
power  deductions  in  such  a  way  as  to  produce  the  same  results  that  British  admeasurers  secure 
when  they  apply  the  rule.  When  the  engine-room  space  of  screw-propelled  vessels  does  not 
exceed  13  per  cent,  and  when  the  engine-room  space  of  paddle-wheel  vessels  is  not  in  excess 
of  20  per  cent  of  the  space  included  within  gross  tonnage,  the  measurement  boards  in  Germany 
must  make  the  propelling-power  deductions  according  to  the  Danube  rule,  unless  the  Bureau 
of  Registry  requires  the  application  of  the  Board  of  Trade  rule.  The  law  in  Germany  gives 
the  owner  of  the  vessel  no  option  as  to  the  rule  to  be  applied  in  making  propelling-power  deduc- 
tions for  vessels  whose  engine-room  spaces  come  under  the  13  and  20  per  cent  limits.  The 
British  Board  of  Trade  has  the  right  to,  and  in  practice  does,  require  the  propelling-power 
deductions  in  the  case  of  such  vessels  to  be  made  according  to  the  Danube  rule.  Indeed,  the 
practice  of  applying  the  Danube  rule  in  such  cases  prevails  in  Germany  as  in  Great  Britain. 
When  the  engine-room  space  is  20  per  cent  or  more  of  the  space  included  in  gross  tonnage  in 
the  case  of  screw-propelled  vessels  and  is  30  per  cent  or  more  in  the  case  of  vessels  with  paddle 
wheels,  the  owners  of  the  vessels  may  choose  whether  the  deductions  for  propelling  power 
shall  be  in  accordance  with  the  Danube  rule  or  the  Board  of  Trade  percentage  rule.  The  Ger- 
man regulations  are  the  same  in  this  regard  as  the  British. 

As  indicated  above,  the  treatment  of  light  and  air  and  funnel  spaces  above  the  engine  room 
is  slightly  different  under  the  German  rules  from  the  treatment  under  the  British  rules. 
Under  the  British  rules — 

such  portion  of  the  space  above  the  crown  of  the  engine  room  and  above  the  upper  deck  as  is  framed  in  for  the 
machinery  or  for  the  admission  of  light  and  air  shall  not  be  included  in  the  measurement  of  the  space  occupied  by  the 
propelling  power  except  in  pursuance  of  a  request  in  writing  to  the  Board  of  Trade  by  the  owner  of  the  ship; 


78  MEASUREMENT    OF    VESSELS   FOE    PANAMA    CANAL. 

whereas  the  German  regulation  is  that — 

the  cubic  contents  of  the  spaces  above  this  deck  (deck  above  the  engine  room)  which  are  intended  for  lighting  and 
ventilating  the  engine  room  are  measured; 

and 

the  total  contents  of  these  spaces  is  then  added  to  the  contents  of  the  engine  room. 

In  other  words,  the  German  rules  regularly  include  the  entire  light  and  air  and  funnel  spaces  in 
the  measured  engine-room  spaces,  whereas  under  the  British  rules  the  light  and  air  and  funnel 
spaces  above  the  upper  deck  are  included  hi  the  measured  engine-room  spaces  only  upon  consent 
of  the  Board  of  Trade  granted  upon  the  written  request  of  the  owner  of  the  vessel.  Such  a 
request  of  the  Board  of  Trade  is  made  by  the  owner  of  a  vessel  when  it  is  necessary  to  increase 
the  space  included  hi  the  engine  room  slightly  for  the  purpose  of  making  the  engine-room  space 
of  screw-propelled  ships  more  than  13  per  cent,  and  of  paddle-wheel  vessels  more  than  20  per 
cent,  of  the  total  space  included  in  the  vessel's  gross  tonnage. 

The  measurement  rules  or  regulations  of  Germany  allow  the  following  deductions  of  spaces 
required  for  the  accommodation  of  the  crew  and  for  the  navigation  of  the  ship: 

1.  The  spaces  used  exclusively  by  the  crew  whether  above  or  below  decks,  i.  e.,  sleeping, 
bathing,  lavatory,  and  toilet  rooms,  except  toilet  rooms  above  decks,  which  are  exempted  from 
measurement. 

2.  The  captain's  cabin  when  used  exclusively  by  the  captain. 

3.  Galleys,  cookhouses,  and  bakeries  if  below  deck;  if  above  deck,  they  are  exempted. 

4.  Spaces,  when  located  below  decks,  required  for  the  steering  wheel,  gong  signals,  anchor, 
auxiliary  or  donkey  engines  and  boilers.  If  they  are  above  deck,  the  spaces  are  exempted 
from  measurement. 

5.  Spaces  used  for  storage  of  charts,  signal  devices,  and  other  navigation  instruments. 

6.  Spaces  required  for  boatswains'  stores. 

7.  Spaces  used  solely  for  water  ballast.  This  does  not  include  double  bottoms  for  water 
ballast,  which  are  exempted  from  measurement. 

8.  In  the  case  of  sailing  vessels  a  space  not  in  excess  of  2i  per  cent  of  the  gross  tonnage 
may  be  deducted  when  the  space  is  used  exclusively  for  the  storage  of  sails. 

As  a  part  of  Appendix  VI,  the  three  standard  forms  of  German  measurement  certificates 
are  reprinted  in  reduced  size.  Each  certificate  states  what  spaces  shall  be  deducted  from  gross 
tonnage  hi  the  calculation  of  net  tonnage.  The  first  of  these  certificates,  that  issued  to  decked 
vessels,  is  also  printed  as  Form  4,  page  57. 

THE    AMERICAN    NET-TONNAGE    RULES. 

It  was  pointed  out  in  Chapter  IV  that  the  American  rules  concerning  gross  tonnage  differ 
materially  from  those  in  Great  Britain.  The  American  rules  in  the  case  of  so-called  shelter- 
deck  vessels  often  include  large  spaces  which  the  British  rules  exempt  from  measurement. 
As  regards  deductions  from  gross  tonnage  to  ascertain  net  tonnage,  however,  the  American 
rules  are  practically  the  same  as  the  British.  The  differences  between  the  net  tonnage  of  a 
vessel  measured  under  the  British  and  American  rules  is  due  mainly  to  the  different  treatment  of 
spaces  included  hi  or  exempted  from  gross  tonnage. 

The  deductions  for  propelling  power  provided  for  by  the  American  rules  are  substantially 
the  same  as  the  deductions  authorized  by  the  British  rules,  the  only  difference  between  the 
British  and  American  rules  hi  this  regard  being  that  the  British  rules  permit,  when  the  owner 
of  the  vessels  and  the  Board  of  Trade  agree  thereto,  the  application  of  the  percentage  rule  to  the 
deduction  of  propelling-power  spaces  for  screw-propelled  vessels  whose  engine  rooms  occupy 
not  to  exceed  13  per  cent  of  the  space  included  withhi  gross  tonnage  (or  not  to  exceed  20  per 
cent  in  the  case  of  vessels  with  paddle  wheels).  The  American  regulations  require  the  applica- 
tion of  the  Danube  rule  to  vessels  whose  engine-room  space  does  not  exceed  13  per  cent  for  screw 
steamers  and  20  per  cent  for  paddle-wheel  steamers.     As  a  matter  of  fact,  the  Danube  rule  is 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  79 

applied  in  England  as  in  the  United  States  in  determining  the  propelling-power  deductions  for 
vessels  of  this  class. 

The  treatment  of  light  and  air  and  framed-in  funnel  spaces  above  the  engine  room  is 
slightly  different  in  the  United  States  from  the  treatment  in  Great  Britain.  The  engine-room 
space  under  the  American  and  British  rules  includes  the  light  and  air  and  funnel  spaces  below 
the  upper  deck,  but,  if  it  is  necessary  to  include  in  gross  and  net  tonnage  those  spaces  above 
the  upper  deck  in  order  to  bring  the  vessel  within  the  13-20  per  cent  or  20-30  per  cent  limits, 
the  owner  of  an  American  vessel  may  request  the  Commissioner  of  Navigation  to  include  in 
gross  tonnage  and  in  the  engine-room  space  the  entire  light  and  ah-  and  funnel  space  above  the 
engine  room.  Under  these  conditions,  the  owner  of  a  British  vessel  would  request  the  Board 
of  Trade  to  include  in  the  engine-room  space  only  such  portion  of  the  light  and  air  and  funnel 
space  above  the  upper  deck  as  may  be  needed  to  make  the  engine-room  space  large  enough 
to  entitle  the  vessel  to  deductions  for  propelling  power  under  the  32  (for  paddle-wheel 
steamers  37)  per  cent  rule. 

The  deductions  from  gross  tonnage  other  than  for  propelling  power  allowed  under  the 
American  rules  include  the  following  spaces: 

1.  Spaces  or  compartments  occupied  by  or  appropriated  to  the  use  of  the  crew.  The 
minimum  space  per  seaman  on  steamers  is  72  cubic  feet,  with  at  least  12  square  feet  per  man  of 
floor  or  deck  space.  The  minimum  space  upon  sailing  vessels  is  100  cubic  feet  with  16  square 
feet  of  floor  or  deck  space. 

2.  Any  spaces  exclusively  for  the  use  of  the  master  and  reasonable  in  extent. 

3.  Spaces  used  exclusively  for  the  working  of  the  helm,  the  capstan,  and  the  anchor  gear. 
If  such  spaces  are  above  deck,  they  are  exempted  from  gross  tonnage  and  thus  are  not  deducted. 

4.  Spaces  used  for  keeping  charts,  signals,  and  other  instruments  of  navigation. 

5.  Spaces  occupied  by  donkey  engine  and  boiler  if  connected  with  the  main  pumps  of  the 
ship  and  are  below  deck. 

6.  Spaces  required  for  boatswains'  stores. 

7.  Galleys,  bakeries,  toilets,  bathrooms  for  the  accommodation  of  the  officers,  engineers, 
and  crew  when  such  spaces  are  below  deck.  If  above  deck,  the  spaces  are  exempted  from 
measurement. 

8.  Water-ballast  tanks  other  than  double-bottom  ballast  spaces.  Double-bottom  spaces 
are  exempted  from  measurement,  except  when  they  are  used  to  store  feed  water  or  are  availa- 
ble for  cargo,  stores,  or  fuel. 

9.  Spaces  on  sailing  vessels  for  the  storing  of  sails  not  exceeding  2  h  per  cent  of  the  gross 
tonnage. 

In  the  preceding  chapter,  a  blank  American  certificate  of  admeasurement  is  reproduced, 
Form  5,  p.  59.  The  certificate  states  what  spaces  shall  be  deducted  from  gross  tonnage  in 
calculating  net  tonnage. 

COMPARISON    OF    THE    BRITISH,    SUEZ,    GERMAN,   AND    AMERICAN    NET-TONNAGE    RULES. 

A  brief  comparison  of  the  net-tonnage  rules  above  analyzed  will  bring  out  the  main  differ- 
ences between  the  British,  Suez,  German,  and  American  rules.  In  making  this  comparison,  it 
should  be  borne  in  mind  that  in  determining  net  tonnage  no  spaces  are  deducted  that  have  not 
been  previously  included  in  gross  tonnage.  The  four  sets  of  rules  above  analyzed  vary  largely 
as  to  the  inclusion  and  exemption  of  spaces  within  gross  tonnage.  This  affects  the  spaces  that 
may  be  deducted  to  determine  net  tonnage.  If  the  deductions  were  the  same  under  all  the 
rules,  the  resulting  net  tonnages  would  be  dissimilar,  because  of  the  wide  variance  in  the  rules  as 
to  gross  tonnage. 

The  provision  contained  in  the  four  sets  of  rules  regarding  deductions  for  propelling  power 
may  be  compared  as  follows: 

1.  In  the  United  States,  Germany,  and  Great  Britain  the  deductions  for  engine-room  and 
fuel  spaces  are  made  in  accordance  with  the  percentage  rule  for  screw-propelled  vessels  whose 


80 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


engine-room  space  is  between  13  and  20  per  cent — and  for  paddle-wheel  steamers  whose  engine- 
room  space  is  between  20  and  30  per  cent — of  the  entire  space  included  within  gross  tonnage. 
The  deductions  for  propelling  power  in  the  case  of  screw  and  paddle-wheel  steamers  whose 
engine-room  space  does  not  exceed  the  13  or  20  per  cent  limits  are  determined  by  the  Danube 
rule  in  Great  Britain,  unless  the  owner  and  Board  of  Trade  agree  to  apply  the  percentage 
rule.  It  is  the  practice  of  the  Board  of  Trade  to  require  the  application  of  the  Danube  rule  in 
such  cases.  In  the  United  States  the  law  requires  the  deductions  for  propelling  power  to  be 
made  in  accordance  with  the  Danube  rule  in  the  case  of  low-powered  steamers  under  the  13 
and  20  per  cent  limits.  In  Germany  such  steamers  have  their  propelling  power  deductions 
made  in  accordance  with  the  Danube  rule,  unless  the  Bureau  of  Registry  orders  the  measure- 
ment boards  to  apply  the  percentage  rule.  It  is  the  practice  of  the  German  authorities  to 
apply  the  same  rule  that  the  Board  of  Trade  adheres  to.  In  all  three  countries  the  deduction 
for  propelling  power,  in  the  case  of  vessels  whose  engine-room  space  is  20  per  cent  or  more  (in 
the  case  of  paddle-wheel  steamers  30  per  cent  or  more)  of  the  space  included  in  gross  tonnage, 
is  determined  by  the  application  of  the  percentage  rule  or  Danube  rule,  as  the  owner  of  the 
vessel  may  prefer. 

The  measurement  rules  of  the  Suez  Canal  Co.  require  propelling  power  deductions  to  be 
made  hi  accordance  with  the  Danube  rule  in  the  case  of  all  vessels  with  movable  bunkers.  The 
owners  of  vessels  with  fixed  bunkers  may  choose  whether  the  propelling  power  deduction  shall 
be  made  by  applying  the  Danube  rule  or  by  measuring  the  actual  space  occupied  by  the  engine 
room  and  bunkers.  In  practice  the  Danube  rule  is  almost  always  applied.  It  is  somewhat 
more  favorable  to  the  shipowner  than  the  actual  measurement  rule  would  be.  The  Suez  Canal 
Co.  never  makes  propelling  power  deductions  in  accordance  with  the  percentage  rule. 

The  maximum  deduction  for  propelling  power,  except  in  the  case  of  tugs,  is  limited  by  the 
Suez  rules  to  50  per  cent  of  the  gross  tonnage.  In  Great  Britain,  on  and  after  January  1,  1914, 
the  maximum  deduction  allowed,  except  for  tugs,  will  be  55  per  cent  of  the  tonnage  remaining 
after  deductions  other  than  those  for  propelling  power  have  been  made.  The  American  and 
German  rules  contain  no  limitations  as  to  the  maximum  amount  that  may  be  deducted  from 
gross  tonnage  in  the  calculation  of  net  tonnage. 

The  British,  Suez,  German,  and  American  rules  concerning  deductions  for  navigation  spaces 
other  than  for  propelling  power  contain  so  many  details  that  the  provisions  of  the  several  laws 
may  best  be  compared  by  summarizing  the  provisions  in  tabular  form.  Table  IV  states  how  the 
several  spaces  used  for  navigation,  for  the  accommodation  of  the  crew,  and  for  stores  are  dealt 
with  in  each  of  the  measurement  rules  under  consideration. 

Table  IV. — Deductions  other  than/or  propelling- power  under  the  measurement  rules  of  Great  Britain,  the  Suez  Canal  Co., 

Germany,  and  the  United  States. 


Portion  of  vessel. 

United  Kingdom. 

Suez  Canal. i 

Germany. 

United  State?. 

Spaces    for    anchor    gear, 

Not  deducted  if  above  decks, 

Deducted  if  above  decks;  not 

Same  as  United  Kingdom. 

Same  as  United  Kingdom. 

steering  gear,  and  capstan. 

as  they  are  exempted  from 
measurement.    Deducted 
if  below  decks. 

deducted  if  below  decks. 

Not  deducted  if  above  decks, 
as  it  is  exempted  from 

do 

do 

Do. 

measurement.    Deducted 

if  below  decks. 

Chart,  lookout,  and  signal 
houses. 

do 

Sail  room  on  sailing  vessels. 

Deducted  up  to  2£  per  cent 
of  gross  tonnage. 

Same  as  United  Kingdom. 

Same  as  United  Kingdom. 

Boatswain's  stores 

do 

Deducted 

Deducted. 

i  The  following  and  all  other  general  deductions  may  not  in  the  aggregate  exceed  5  per  cent  of  the  gross  tonnage  for  Suez  navigation.  The  5  per 
cent  does  not  include  the  light  and  air  spaces  above  the  engine  room.  In  the  United  Kingdom,  Germany,  and  the  United  States  the  national 
rules  provide  no  maximum  limit  other  than  that  the  spaces  deducted  shall  be  reasonable  in  size  for  their  intended  purposes. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


81 


Table  IV. — Deductions  other  than  for  propelling  power  under  the  measurement  rules  of  Gnat  Britain,  the  Suez  Canal  Co., 

Germany,  and  the  United  States — Continued. 


Portion  of  vessel. 


United  Kingdom. 


Suez  Canal. 


Germany. 


United  States. 


Donkey-engine  and   boiler 
room. 


Galleys,    cookhouses,    and 
bakeries. 


Light  and  air  spaces  above 
engine  room. 


Toilets    or   lavatories   and 
bathrooms. 


Crew  and  officers'  quarters 


Master's  cabin . 
Doctor's  cabin. 


Deck  loads . 


Water-ballast    tanks    (not 

double  bottoms). 
Double  bottoms 


If  connected  with  engine 
room ,  i  t  is  deduc  ted  as  part 
of  the  machinery  space;  if 
above  decks  and  not  so 
connected,  it  is  not  meas- 
ured; in  all  other  cases  if 
connected  with  main 
pumps  of  ship  it  is  de- 
ducted. 

Not  deducted  if  above  decks, 
as  they  are  exempted  from 
measurement;  deducted  if 
below  decks. 

Portions  above  decks  de- 
ducted as  part  of  ma- 
chinery space  if  owner  de- 
sires. Spaces  below  decks 
are  deducted  as  part  of 
machinery  space. 


Deducted  when  serving  de- 
ducted spaces  exclusively. 


Above  decks  1  toilet  for 
every  50  passengers,  not 
exceeding  a  totalof  12,  and 
those  used  exclusively  by 
crew  and  officers  are  ex- 
empted from  measure- 
ment. Deducted  if  below 
decks  and  for  exclusive 
use  of  crew  and  officers. 

Deducted  (minimum  of  120 
cubic  feet  and  15  super- 
ficial feet). 


Deducted . 
do.... 


Added  to  net  tonnage  in 
special  memorandum  for 
tonnage  taxation. 

Deducted  if  usedexclusively 
for  water  ballast. 

Not  deducted  if  used  exclu- 
sively for  water  ballast,  as 
they  are  then  exempted 
from  measurement.  De- 
ducted as  part  of  ma- 
chinery space  if  used  for 
fuel  oil. 


If  connected  with  engine 
room,  it  is  deducted  as  part 
of  the  machinery  space;  if 
connected  with  pumps, 
steering  gear,  anchor  gear, 
or  other  auxiliaries,  it  is 
deducted,  but  it  is  not  de- 
ducted if  used  for  hoisting 
cargo. 

Deducted  when  used  exclu- 
sively for  crew  and  officers. 


Spaces  above  decks  are  de- 
ducted in  entirety  under 
Danube  rule  as  part  of 
machinery  space  if  owner 
desires,  and  are  always 
deducted  if  German  rule  is 
applied.  Spaces  below 
decks  are  deducted  as  part 
of  machinery  space. 

Not  deducted  unless  fitted 
with  lockers,  hammocks, 
etc.,  for  use  of  crew  or  offi- 
cers, and  serving  crew  or 
officers'  quarters. 

Those  used  exclusively  by 
crew  and  officers  are  de- 
ducted. 


Same  as  United  Kingdom. 


.do. 


Deducted  in  entirety  as 
part  of  machinery  space. 


Deducted  when  serving 
crew  or  officers'  quarters 
exclusively'. 


Same  as  in  United  King- 
dom. 


Deducted,  with  exception  of 

those  of  master,  purser, 

clerk,  stewards,  and  cooks 

in  passengersteamers,etc. 

Not  deducted 

Deducted  if  actually  occu-   do 

pird  by  doctor. 
Not  measured !  Not  measured 


Deducted  (minimum  3.5 
cubic  meters  and  1.5 
superficial  meters). 

Deducted 


Not  deducted '  Same  as  United  Kingdom. 


Not  deducted,  as  they  are 
exempted  from  measure- 
ment. 


.do. 


Same  as  United  Kingdom, 


Do. 


Spaces  above  decks  are  de- 
ducted in  entirety  as  part 
of  engine  room  if  owner 
desires.  Spaces  below 
decks  are  deducted  as 
part  of  engine  room. 


Deducted  when  serving 
deducted  spaces  exclu- 
sively. 


Same  as  in  United  King- 
dom. 


Deducted  (minimum  72  to 
100  cubic  feet  and  12  to  16 
superficial  feet). 

Deducted. 
Do. 

Not  measured. 

Same  as  United  Kingdom, 
Do. 


Table  IV  indicates  that  crew  spaces  are  deducted  by  all  four  sets  of  measurement  rules,  but 
the  several  rules  differ  as  to  the  minimum  amount  of  space  that  must  be  given  each  member  of 
the  crew.  The  Suez  rules,  it  will  be  noted,  limit  the  deductions  for  spaces,  other  than  those 
required  for  propelling  power,  to  5  per  cent  of  the  space  included  within  gross  tonnage. 


82  MEASUREMENT   OF  VESSELS  FOR  PANAMA  CANAL. 

AU  rules  provide  for  the  deduction  of  officers'  and  engineers'  accommodations,  including 
cabins,  berths,  and  mess  rooms.  The  Suez  rules,  however,  are  less  liberal  than  the  others  in  this 
regard.  The  cabins  occupied  by  the  master,  purser,  clerk,  and,  in  the  case  of  passenger  steamers, 
by  the  stewards  and  cooks,  are  not  deducted  in  calculating  net  tonnage.  The  Suez  rules  permit 
the  doctor's  cabin  to  be  deducted  only  when  the  cabin  is  actually  occupied  by  the  doctor. 

The  spaces  occupied  by  galleys,  bakeries,  todets  and  bathrooms  for  the  accommodation  of 
the  crew,  officers,  and  engineers,  are  not  included  in  net  tonnage.  Under  the  Suez  rules  such 
spaces  are  deducted  whether  situated  above  or  below  deck,  but  under  the  British,  German,  and 
American  rules  these  spaces  are  deducted  only  when  located  below  deck,  for  the  reason  that 
when  such  spaces  are  above  deck  they  are  not  included  in  the  gross  tonnage. 

Spaces  occupied  by  the  steering  gear,  chain  locker,  houses  for  charts,  signals,  and  other 
instruments  of  navigation,  lookout  houses,  houses  for  donkey  boder  and  engine  connected  with 
the  main  pumps  are  deducted  from  gross  tonnage  by  the  British,  German,  and  American  rules 
when  such  spaces  are  below  decks.  If  the  spaces  are  above  decks  they  are  exempted  from 
measurement  under  the  three  national  rules.  The  Suez  rules  deduct  these  spaces  whether 
located  above  or  below  deck.  The  space  occupied  by  the  donkey  engine  and  boiler  when 
connected  with  the  engine  room  is  by  the  British,  German,  and  American  rules  deducted  as  a  part 
of  the  engine  room  space.  When  the  donkey  engine  and  boiler  are  not  connected  with  the 
engine  room  the  space  occupied  by  them  is  not  measured  if  it  is  above  deck.  Under  the  Suez 
rules,  however,  the  donkey  engine  and  boder,  when  located  above  deck,  are  measured  into 
gross  tonnage  and  deducted  therefrom,  if  they  are  connected  with  the  pumps,  steering  gear,  or 
anchor  gear,  and  are  not  used  for  hoisting  cargo. 

Spaces  required  for  boatswains'  stores  are  deducted  by  the  British,  German,  and  American 
rules,  but  not  by  the  Suez  rules. 

The  rules  regarding  the  deductions  for  light  and  air  and  funnel  spaces  above  the  engine 
room  are  confusing.  The  British  and  German  rules  agree  in  deducting  those  spaces  below  the 
upper  deck  and  in  deducting  a  part  of  those  spaces  above  the  upper  deck  upon  request  of  the  owner 
of  the  vessel.  The  American  rules  provide  for  the  deduction  of  the  entire  light  and  air  and 
funnel  space  above  the  upper  deck  when  the  owner  requests  that  space  to  be  included  in  the 
engine  room.  The  Suez  rules  provide  for  the  deduction  of  the  entire  light  and  air  and  funnel 
space  if  the  owner  of  the  vessel  desires  to  accept  the  conditions  that  accompany  such  deduction. 
When  the  deductions  are  made  by  the  measurement  of  actual  engine  room  and  fuel  spaces,  the 
entire  light  and  air  and  funnel  spaces  are  included  in  the  deductions  under  the  Suez  rules. 

The  British  and  American  rules  deduct  passageways  when  they  serve  deducted  spaces  exclu- 
sively. The  German  rules  deduct  passageways  serving  crew,  engineers'  or  officers'  quarters,  while 
the  Suez  rules  do  not  deduct  passageways  unless  they  are  fitted  with  lockers,  hammocks,  etc., 
for  the  use  of  the  ship's  personnel,  nor  unless  they  serve  the  quarters  occupied  by  the  personnel. 

In  the  three  national  rules  sailing  vessels  are  allowed  to  deduct  2\  per  cent  of  the  gross 
tonnage  for  spaces  in  which  to  stow  the  sails,  but  this  deduction  is  not  permitted  by  the  Suez 
regulations. 

Water-ballast  spaces,  other  than  double-bottom  tanks,  are  deducted  under  the  British, 
German,  and  American  rules,  but  not  under  the  Suez  regulations.  Double-bottom  ballast 
spaces  not  available  for  freight,  stores,  or  tuel  are  exempted  by  the  three  national  rules.  The 
Suez  rules  exempt  double-bottom  spaces  from  measurement. 

The  foregoing  comparisons  of  the  provisions  of  the  British,  Suez,  German,  and  American 
rules  show  very  clearly  that  the  deductions  allowed  by  the  Suez  rules  are  less  than  those 
provided  for  in  the  three  national  rules.  This,  together  with  the  fact  that  the  Suez  rules 
include  within  gross  tonnage  more  spaces  than  are  included  by  the  British  and  German  rules, 
accounts  for  the  higher  net  tonnage  given  vessels  by  the  Suez  than  by  British  or  German 
measurement  rules.  Moreover,  the  net  tonnage  of  most  vessels  when  measured  by  the  Suez 
rides  will  be  larger  than  when  measured  by  the  American  rules. 

By  applying  to  the  same  vessel  each  of  the  four  rules,  the  differences  in  the  results  can  be 
clearly  shown.     In  1911,  the  United  States  Commissioner  of  Navigation  had  the  admeasurers 


MEASUREMENT  OF  VESSELS  FOE  PANAMA  CANAL. 


83 


at  New  York  apply  to  eight  vessels  the  British,  Suez,  and  American  rules.  To  two  other  vessels 
having  German  certificates,  the  Suez  and  American  rules  were  applied.  The  note  appended  to 
this  chapter  gives  the  details  of  the  deductions  made  from  gross  tonnage  by  applying  to  ei^ht 
vessels  the  British,  Suez,  and  American  rules  and  by  applying  to  two  vessels  the  German, 
Suez,  and  American  rules.  Table  V  states  the  gross  and  net  tonnage  as  determined  by  the 
British,  American,  and  Suez  rules  of  the  eight  vessels  to  which  those  rules  were  applied: 

Table  V. — Gross  and  net  tonnage  of  eight  steamers  as  determined  by  the  British,  American,  and  Sue:  measurement  rules. 


British  rules. 

American  rules. 

Suez  rules. 

Gross. 

Net. 

( I  n  i  - 

Net. 

Gross. 

Net. 

6,514.39 
8, 617.  65 
4.434.S4 
5,409.43 
4.731.63 
4.322.39 
3, 825. 27 
3, 869. 40 

4,085.95 
5,532.46 
2.807.85 
3,488.43 
3.047.03 
2, 821. 29 
2, 438. 27 
2, 412.  SO 

6,515.52 
8,617.65 
5.470.32 
5.S33.97 
5.352.47 
4,684.97 
3,939.63 
4.2i4.  19 

4, 116. 88 
5. 532. 46 
3,511.98 
4,392.10 
3,469.20 
3.067.S4 
2,516.04 
3,077.68 

6,368.61 
8,776.56 
5. 477.  70 
5,580.17 
5. 100. 73 
4.317.19 
3,778.76 
4,110.83 

4,875.31 
6, 544. 15 
4,203.30 
4,452.16 
3.928.91 
3.299.99 
2, 745.  44 
3,088.54 

Ikala 

Tunstall 

5.  215.  65 

3.329.26 

5,581.09 

3.  710.  52 

5.463.82 

4,142.23 

The  first  of  the  eight  ships  mentioned  in  Table  V,  the  Kentuckian,  is  of  American  build 
and  registry,  and  is  one  of  the  fleet  that  will  be  operated  by  the  American-Hawaiian  Steamship 
Co.  through  the  Panama  Canal.  The  gross  tonnage  of  this  vessel  is  practically  the  same 
under  all  three  rules,  British,  American,  and  Suez,  and  the  deductions  made  from  gross  tonnage 
to  determine  net  tonnage  are  nearly  the  same  under  the  British  and  American  rules.  The 
Suez  net  tonnage  is  greater  than  the  British  or  American,  mainly  because  of  the  larger  deduc- 
tion for  propelling  power  authorized  by  the  American  and  British  rules.  The  32  per  cent  rule 
makes  the  propelling  power  deduction  in  Great  Britain  and  the  United  States  2,084  tons,  as 
compared  with  a  deduction  of  1,496  tons  resulting  under  the  Suez  regulations  from  the  appli- 
cation of  the  Danube  rule. 

The  seven  vessels  other  than  the  Kentuckian  listed  in  Table  V  are  all  of  British  registry. 

*  The  Voltaire  has  the  same  gross  and  net  tonnage  under  the  British  and  American  rules.     The 

Suez  rules  give  the  vessel  a  somewhat  greater  gross  tonnage  and  a  much  larger  net  tonnage. 

The  propelling  power  deduction  under  the  32  per  cent  rule  is  2,757  tons,  as  compared  with  a 

deduction  of  2,035  tons  under  the  Danube  rule. 

The  British  steamship  Stephen,  mentioned  in  the  table,  affords  a  good  illustration  of  the 
extent  to  which  different  definitions  of  open  and  closed  spaces  may  affect  gross  and  net  tonnage. 
The  tonnage  openings  in  the  uppermost  or  so-called  shelter  deck  of  the  Stephen  caused  the  space 
between  that  deck  and  the  main  deck  of  the  vessel  to  be  considered  open  under  the  British 
rules  and  thus  exempted  from  measurement,  whereas  under  the  American  and  Suez  rules  this 
large  space  between  the  two  decks  is  included  within  gross  and  thus  within  the  net  tonnage. 
The  gross  tonnage  of  the  Stephen  under  British  measurement  is  4,434  tons,  while  under  the 
American  rules  the  tonnage  is  5,470,  and  under  the  Suez  rules  5,477.  If  this  vessel  had  the 
same  gross  tonnage  under  the  British  and  American  rules,  it  would  have  the  same  net  tonnage 
under  those  two  rules.  The  Suez  net  tonnage  of  the  Stephen  is  higher  than  the  British  or 
American,  because  in  determining  the  Suez  tonnage  the  propelling  power  space  is  deducted 
by  applying  the  Danube  rule. 

The  details  regarding  the  measurement  of  the  Santa  Rosalia  give  another  illustration  of 
the  effect  which  gross  tonnage  may  have  upon  the  net  tonnage.  Gross  tonnage  being  424  tons 
less  by  the  British  rules  than  by  the  American  rules,  the  engine-room  space  is  equal  to  over  13 
per  cent  of  the  entire  space  included  in  gross  tonnage  under  the  British  rules,  whereas  under 


84 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


the  American  rules,  the  gross  tonnage  being  larger,  the  engine-room  space  is  less  than  13  per 
cent  of  the  gross  tonnage  and  the  propelling  power  deduction  is  made  under  the  Danube  rule. 

The  note  appended  to  the  end  of  this  chapter,  which  states  in  detail  the  deductions  made 
from  gross  tonnage,  may  be  consulted  for  an  explanation  of  the  differences  in  the  net  tonnage 
as  determined  by  the  British,  American,  and  Suez  rules  in  the  case  of  the  Kirkdale,  IJcala,  Tunstall, 
and  Benwood,  listed  in  Table  V. 

The  average  gross  tonnage  of  the  eight  vessels  listed  in  Table  V  is  lowest  under  the 
British  rules  and  highest  under  the  American  rules.  The  average  net  tonnage  as  determined 
by  the  American  rules  is  about  midway  between  the  average  under  the  British  and  Suez 
measurements. 

The  gross  and  net  tonnage  of  two  German  steamers,  the  Patricia  and  Duisburg,  as  deter- 
mined by  the  German,  American,  and  Suez  rules  are  compared  in  Table  VI. 

Table  VI. — Gross  and  net  tonnage  of  tuo  German  steamers  as  determined  by  the  German,  American,  and  Suez  measurement 

rules. 


Vessel. 


German  rules. 


Gross. 


Net. 


American  rules. 


Gross. 


Net. 


Suez  rules. 


Gross. 


Net. 


Patricia . . 
Duisburg. 


14.466.48 
4.496.295 


9.059.54 
2,854.276 


14,666.48 
5,156.21 


9,059.54 
3. 303. 02 


14.453.3 
5,255.71 


10,909.1 
3,729.38 


It  will  be  seen  by  studying  the  details  in  the  note  appended  to  this  chapter  that  the  German 
and  American  rules  authorize  much  larger  deductions  than  do  the  Suez  rules  both  for  pro- 
pelling power  and  crew  space  in  the  case  of  the  steamer  Patricia  mentioned  in  Table  VI. 
Under  the  Suez  rules,  the  deductions  for  the  space  occupied  by  the  crew,  officers,  and  engineers 
was  234  tons  (697  cubic  meters)  less  than  the  deduction  made  under  the  German  and  Ameri- 
can rules.  The  propelling  power  deduction  under  the  percentage  rule  was  1,600  tons  greater 
than  under  the  Danube  or  Suez  rule. 

The  other  German  steamer  mentioned  in  Table  VI,  the  Duisburg,  is  given  a  larger  gross 
tonnage  under  the  American  and  Suez  rules  than  under  the  German,  because  the  German  rules 
treat  as  "open"  certain  spaces  under  the  so-called  shelter  deck — spaces  that  are  included  in  the 
American  and  Suez  gross  tonnage.  The  net  tonnage  of  the  Duisburg  under  the  American  rules 
is  less  than  under  the  Suez  rules,  mainly  because  of  the  different  deductions  made  for  propelling 
power.  The  32  per  cent  rule-was  applied  by  the  American  rules,  whereas  the  Suez  deductions 
were  made  in  accordance  with  the  Danube  rule. 

The  dissimilarity  in  the  ratio  of  gross  and  net  tonnage  of  vessels  as  measured  and  registered 
under  the  laws  of  different  countries  is  brought  out  by  Table  VII,  which  states  the  aggregate 
gross  and  net  tonnage  of  the  metal  steam  vessels  of  each  of  the  several  commercial  nations  of 
the  world  for  the  years  1S90,  1900,  and  1910.1  For  convenience  of  comparison,  the  gross  and  net 
tonnages  of  the  Suez  Canal  for  the  three  years  are  added  to  the  table. 


1  This  table  is  taken  from  the  report  of  the  United  States  Commissioner  of  Navigation  for  the  year  1911. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


85 


Table  VII. — Gross  and  net  tonnages  of  the  metal  steam  vessels  of  the  world,  1S90, 1900.  and  1910.  and  the  percentage  deducted 

from  the  gross  in  ascertaining  the  net. 


Flag. 


Net. 


Per  cent 
deducted. 


Gross. 


Net. 


Per  cent 
deducted 


1910 


Gross. 


Net. 


Per  cent 
deducted. 


United  States  (excluding  northern  lakes) 

Argentinian 

Austro-Hungarian 

Belgian 

Brazilian 

British 

Chilean 

Chinese 

Cuban 

Danish 

Dutch 

French 

German 

Greek 

Haitian 

Italian 

Japanese 

Mexican 

Norwegian 

Peruvian 

Portuguese 

Roumanian 

Russian 

Sarawak 

Siamese 

Spanish 

Swedish 

Turkish 

Uruguayan 

Venezuelan 

C ther  flags 

Philippine 


Total  (national). 
Suez  Canal 


357,  743 

20,973 
149,648 
106, 128 

62,257 
1, 125, 195 

30, 934 

40,247 


246,024 
12,901 
86,036 
71,896 
37,859 
5,086,427 
20,503 
25,276 


156,902 

214,232 

808,351 

927, 804 

82,143 

3,139 

300, 205 

109,460 

7,462 

214.S16 

2,188 

44,582 

529 

152,371 

2,269 

644 

403,586 

154, 8SO 

68, 472 

8,737 

2,635 

23,943 


97, 195 

145,393 

494,380 

637,265 

53,243 

1,863 

190,001 

69,854 

4,826 

155,777 

1,478 

29,  122 

270 

103, 597 

1,406 

408 

262,676 

116,278 

44,260 

5,493 

1,553 

14,489 


12,582,475 


8,019,749 


710,324 

56,324 

3S7, 103 

162, 1.57 

129, 963 

,050,777 

62,872 

62,910 

20,022 

410,085 

465, 975 

,050,008 

:,  158, 717 

177,222 

918 

539,243 

427,958 

M.  s<i 

727, 998 

4,869 

57,443 

17,361 

455,147 

418 

1.435 

640, 695 

393,938 

90,997 

10,094 

4,246 

33,466 

26,748 


36  21,358,316  13,142,585 


477,549 

36,422 

240,625 

111,380 

83,490 

7,394,663 

38,960 

40.039 

12,773 

239,312 

306,944 

541,079 

1,343,902 

111,281 

431 

342,458 

266,445 

6,195 

444,594 

3,204 

36,995 

9,686 

289,542 

244 

821 

416,052 

244,549 

56,897 

6,232 

2,450 

20,340 

17.031 


439,911 

139,346 

777,240 

295,913 

232, 425 

940,862 

114,067 

84,800 

52, 494 

668,836 

982, 104 

445,422 

959, 147 

498,281 

3,387 

985,716 

064,169 

27,324 

385,631 

10,371 

78,829 

31,688 

687,231 

3,953 

12,607 

746,047 

756,909 

110,770 

48,337 

3,166 

20,657 

32,287 


939,505 

82,418 

485, 675 

194,336 

142.582 

10,893,898 

72,608 

54,526 

32,165 

391, 7S8 

607,286 

835,016 

2,416,370 

312,296 

2,017 

597,640 

675, 983 

16.513 

838,320 

5,354 

48, 677 

16,690 

400, 761 

2,380 

7,792 

459, 198 

449, 872 

68,753 

30, 115 

1,856 

11,869 

20,834 


38 


34,639.927  21,115,093 


34 

40 
37 
34 
38 
39 
36 
35 
38 
41 
32 
42 
39 
37 
40 
39 
36 
39 
37 
48 
38 
47 
41 
39 
38 
38 
40 
37 
37 
41 
42 
35 


9, 749, 129 


6,890,094 


29.3  !  13,699,237   9,738,152 


28.8 


23,054,901  16,581 


2S.07 


In  studying  Table  VII  the  fact  must  be  borne  in  mind  that  the  gross  tonnage  of  vessels 
in  different  countries  is  determined  by  dissimilar  rules,  and  that  the  deductions  made  from 
gross  to  determine  net  tonnage  are  not  the  same  in  different  countries.  Thus,  the  ratio  of  net 
to  gross  tonnage,  or  the  percentage  which  net  is  of  gross  tonnage  in  one  country,  can  not  be 
closely  compared  with  the  ratio  or  percentage  in  another  country.  Nevertheless,  the  percentage 
of  gross  tonnage  deducted  to  determine  net  tonnage  indicates  in  a  general  way  whether  the 
net  tonnage  rules  of  any  particular  country  are  intended  to  favor  the  merchant  marine  of  that 
country  by  giving  ships  a  low  net  tonnage  and  thus  a  low  basis  upon  which  taxes,  port  and 
navigation  charges  are  payable  at  home  and  abroad. 

Table  VIII  contains  a  statement  of  the  net  tonnage  of  the  vessels  that  passed  through  the 
Suez  Canal  during  the  years  1891,  1892,  1893,  and  during  each  year  from  1903  to  1912,  inclusive. 
It  will  be  noted  that  the  net  tonnage  of  the  Suez  Canal  shipping  was  71.2  per  cent  of  the  gross 
tonnage  in  1891,  72  per  cent  in  1910,  and  72.4  per  cent  in  1912.  The  gross  tonnage  of  vessels 
under  the  Suez  rules  averages  considerably  larger  than  the  gross  tonnage  as  determined  by  the 
British  rules  and  somewhat  higher  than  the  gross  tonnage  under  the  American  rules.  For  most 
vessels  the  Suez  net  tonnage  is  higher  than  the  net  tonnage  American  registry,  because  the 
deductions  which  the  Suez  rules  make  for  propelling  power  are  less  than  are  made  by  the  Ameri- 
can rules. 


86  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

Table  VIII. — Gross  and  net  tonnages  of  vessels  that  passed  through  the  Suez  Canal,  1S91-1S93  and  1903-1912 


Years. 

Gross. 

Net. 

Difference. 

Per  cent 
deducted. 

1891                                                                             

12,217,986 
10,806,401 
10, 753, 798 
16,615,309 
18,661,092 
18,310,442 
18, 810, 713 
20,551,982 
19,110,831 
21,500,847 
23,054,901 
25, 417, 853 
28,008,945 

8,698,777 
7,712,028 
7,659,068 
11,907,288 
13,401,835 
13, 134, 105 
13,445,504 
14, 728, 434 
13,633,283 
15,407,527 
16,581,898 
18,324,794 
20,275,120 

3,519,209 
3,154,373 
3,094,730 
4,  708, 021 
5,259,257 
5,176,337 
5, 365, 209 
5,823,548 
5,477,548 
6,093,320 
6,473,003 
7,093,059 
7, 733, 825 

28.8 

1892                                                            

29.9 

1893  .                                           

28.7 

1903.                               .. 

28.3 

1904                                                      

28.7 

1905                                      

28.2 

1906 ...                     

28.5 

1907                                          

28.3 

1908.                           

28.6 

1909 

28.3 

1910                                        

28.0 

1911...                       

27.9 

1912 

27.6 

The  details  presented  in  this  chapter  show  that  net  tonnage,  though  intended  to  express 
in  a  general  way  the  vessel's  tonnage  or  space  available  for  cargo  and  passengers,  varies  largely 
for  ships  of  the  same  size  and  type  when  measured  under  the  rules  of  different  countries.  The 
United  States  Government  is  required  by  its  treaty  with  Great  Britain  to  treat  the  vessels  of 
all  nations  with  entire  equality,  so  that  there  shall  be  no  discrimination  hi  respect  of  the  con- 
ditions or  charges  of  traffic,  and  it  would  doubtless  be  the  policy  of  the  Government  to  adhere 
to  this  principle  even  though  there  were  no  treaty  establishing  the  principle.  In  order  to  treat 
all  vessels  alike  in  levying  tolls  it  will  be  necessary  to  apply  to  all  vessels  the  same  measurement 
rules.  It  will  not  be  possible  to  charge  tolls  upon  the  net  tonnage  of  vessels  as  stated  in  their 
certificates  of  national  registry.  There  must  be  a  special  set  of  Panama  measurement  rules. 
The  principles  that  should  control  in  the  formulation  of  those  rules  are  considered  in  the  chapters 
that  constitute  Part  II  of  this  report. 

Details  of  the  Deductions  from  Gross  Tonnage  to  Determine  the  Net  Tonnage  of  Vessels  to  Which  the 
British,  Suez.  American,  and  German  Measurement  Rules  Were  Applied.1 

vessels  to  which  the  measurement  rules  were  applied. 

The  steamship  Kentuckian  is  an  American  steamship,  representative  of  the  fleet  of  the  American-Hawaiian  Steam- 
ship Co.,  the  largest  American  fleet  which  will  make  use  of  the  canal.  She  is  described  as  a  three-decked  ship,  but 
Lloyd's  Register  describes  her  as  a  two-decked  ship  with  deep  framing  and  a  shelter  deck.  The  ship  is  a  freight 
steamer  with  accommodations,  however,  for  a  number  of  cabin  passengers.  She  carries  280.000  gallons  of  oil  as  fuel, 
the  daily  consumption  being  10,000  gallons  at  a  speed  of  about  11J  knots. 

The  British  steamship  Voltaire  is  a  passenger  and  freight  steamer  belonging  to  the  Lamport  &  Holt  Line  of  the 
type  in  trade  between  New  York  and  Rio  Janeiro.  She  is  a  three-decked  ship  with  1,200  tons  coal  capacity,  and  on 
an  average  daily  consumption  of  60  tons  steams  at  a  speed  of  about  12  knots. 

The  British  steamship  Stephen  is  a  freight  steamer,  with  accommodations  for  some  passengers,  of  the  type  in 
trade  between  New  York  and  the  River  Amazon,  owned  by  the  Booth  Steamship  Co.  She  has  two  decks  and  a  shelter 
deck,  with  a  coal  capacity  of  1,100  tons,  and  on  32  tons  consumption  per  day  has  an  average  speed  of  about  11  knots. 

The  steamsliip  Santa  Rosalia  is  a  modern  British  well-deck  cargo  carrier,  steaming  10  knots  on  a  daily  coal  con- 
sumption of  33  tons,  and  has  1,896  tons  coal  capacity. 

The  British  steamsliip  Kirkdale  is  a  two-decked  (spar  deck)  cargo  steamer,  steaming  10  knots  on  a  daily  coal 
consumption  of  30  tons,  with  a  coal  capacity  of  1,800  tons. 

The  British  steamship  Ikala  is  a  two-decked  ship  to  which  at  New  York  the  surveyor  of  customs  appears  to  have 
added  the  bridge  space,  making  substantially  the  difference  between  the  American  and  British  measurement.  This 
bridge  space  was  not  included  in  the  Suez  Canal  certificate  issued  in  1901.  If,  however,  cargo  should  be  carried  in 
that  space  hereafter  it  would  be  added  to  the  Suez  measurement.  The  steamship  Ikala  is  being  converted  into  an 
oil-burning  steamer. 

1  These  details  are  copied  with  certain  changes  and  abbreviations  from  the  statement  submitted  by  the  Commissioner  of  Navigation  to  the 
Committee  on  Interstate  and  Foreign  Commerce  of  the  House  of  Representatives,  Jan.  20,  1912.  Consult  Hearings  before  Committee  on  Interstate 
and  Foreign  Commerce.  House  Doc.  No.  680,  62d  Cong.,  2d  sess.,  pp.  857-872. 

The  note  appended  to  Chapter  IV,  pages  63-69,  contains  the  details  concerning  the  gross  tonnage  of  these  vessels.  The  description  of  the 
vessels,  although  contained  in  the  note  appended  to  Chapter  IV,  is  repeated  here  for  convenient  reference. 


MEASUREMENT   OP   VESSELS   FOB   PANAMA   CANAL.  87 

The  British  steamship  Tunstall  is  a  one-decked  (turret)  steamer. 

The  British  steamship  Benwood  is  a  one-decked  freighter.  The  bridge  and  poop  were  added  to  the  gross  tonnage 
at  New  York  on  the  ground  that  they  were  permanent  closed-in  spaces. 

The  German  steamship  Patricia,  of  the  Hamburg- American  Line,  was  built  in  1899,  and  is  a  four-decked  passenger 
and  freight  steamer,  steaming  from  12  to  13  knots,  on  a  daily  coal  consumption  of  96  tons,  and  has  a  coal  capacity  of 
1,620  tons. 

The  German  steamship  Duisburg  is  a  cargo  vessel  of  12  knots;  daily  coal  consumption,  40  tons;  coal  capacity, 
1,000  tons;  built  for  trade  between  Germany  and  Australia.  Under  the  German  and  British  laws,  the  bridge  house 
and  poop  are  reckoned  as  shelter  spaces  above  the  upper  deck  not  permanently  closed-in.  The  surveyor  at  New  York, 
in  November,  1910,  treated  the  bridge  and  part  of  the  poop  as  permanent  closed-in  spaces,  adding  1,817  cubic  meters 
to  the  vessel's  gross  tonnage.  At  Suez  the  entire  poop  and  bridge  are  treated  as  closed-in,  with  a  consequent  addition 
of  2,173  cubic  meters. 

AMERICAN-HAWAIIAN    STEAMSHIP    "  KENTUCKIAN." 

[Measured  at  New  York,  Nov.  22, 1911.    Built  at  Sparrows  Point,  Md.,  1910.] 

Tonnage  under  the  measurement  rules  of  the  United  States. 

Tons. 
Gross  tonnage 6,  515.  52 

Deductions  under  sec.  4153,  Rev.  Stats.,  as  amended  by  act  of  Mar.  2,  1895: 

Crew  space 207.  63 

Anchor  gear 22.  66 

Boatswain's  stores 27.  45 

Fore  and  aft  peak  tank  used  for  water  ballast 55.  94 

Propelling  power,  32  per  cent 2,  084.  96 


Total  deductions 2,  398.  64 


Net  tonnage 4, 116.  88 

Tonnage  under  the  laws  of  Great  Britain. 

Tons. 
Gross  tonnage 6,  514.  59 


Deductions: 

Crew  space 216.  33 

Master's  cabin,  10.36;  water-closet  and  bath,  3.73 14.  09 

Anchor  gear 22.  66 

Boatswain's  stores 27. 45 

Chart  house 7.  52 

Fore  and  aft  peak  tanks  used  for  water  ballast 55.  94 

Propelling  power,  32  per  cent 2,  084.  66 

Total  deductions 2,  428.  65 


Net  tonnage 4,  085.  94 

Tonnage  under  the  Suez  rules. 

^  Tons. 
Gross  tonnage 6,  568.  61 

Deductions: 

Crew  space 41. 06 

Galley,  cookhouse,  water-closets,  etc 57. 41 

Steering  gear,  wheelhouse,  chart  house,  etc 45. 90 

Officers 43. 32 

Officers'  mess 9. 19 

Propelling  power — 

Actual  propelling  power 855. 10 

Plus  75  per  cent 641.  32 

1,  496. 42 

Total  deductions 1,  693. 30 

Net  tonnage 4,  875. 31 


88  MEASUBEMEXT   OF   VESSELS   FOE   PANAMA   CANAL. 

BRITISH   STEAMSHIP    "VOLTAIRE,"    OF  LIVERPOOL. ' 

[Built  of  steel,  at  Portick,  1907.] 

Tonnage  stated  in  the  British  register,  issued  at  Liverpool,  Mar.  13,  1907. 

Tons. 

Gross  tonnage 8,  617.  65 

Deductions: 

Propelling  power.  32  per  cent 2,  757.  65 

Crew  space 271. 22 

Boatswain's  stores 40. 15 

Master 10.  07 

Chart  house 6.10 

Total  deductions 3,  085. 19 

Net  tonnage 5,  532. 46 

Tonnage  stated  in  the  Suez  Canal  certificate,  issued  by  the  British  Board  of  Trade,  Mar.  30,  1911. 

Gross  tonnage 8,  776. 56 

Deductions: 

Berthing  of  crew 77. 83 

Berthing  of  officers 50.  51 

Doctor's  cabin 7. 74 

Engineer's  mess  room 8.  91 

Officers'  bathroom 3.  23 

Engineers'  bathroom 2. 50 

Galleys,  cook  houses,  water-closets,  and  lavatories  exclusively  for  use  of  officers  and  crew 19. 48 

■\Yheelhouse,  chart  house,  steering  house  and  wireless 27. 19 

Propelling  power — 

Actual 1, 162. 87 

Plus  75  per  cent 872. 15 

2,  035. 02 

Total  deductions 2,  232. 41 

Net  tonnage 6,  544. 15 

THE    BRITISH   STEAMSHIP    "STEPHEN." 

[Built  of  steel  in  1910,  on  the  Tyne.] 

Tonnage  under  the  measurement  rules  of  the  United  States. 

1  Tons. 

Gross  tonnage 5,  470. 32 

Deductions: 

Propelling  power.  32  per  cent 1,  750. 50 

Crew  space 141. 27 

Master 9. 22 

Boatswain's  stores 17.  71 

Chart  house 4.  73 

■Water-ballast  spaces 34.  91 

Total  deductions 1,  958. 34 

Net  tonnage 3, 511.  98 

Tonnage  stated  in  British  certificate. 

Gross  tonnage 4,  434. 84 

Deductions: 

Propelling  power.  32  per  cent 1,  419. 15 

Crew  space 141. 27 

Master 9. 22 

Boatswain's  stores 17. 71 

Chart  house 4.  73 

Water-ballast  spaces 34.  91 

Total  deductions 1,  626.  99 

Net  tonnage 2,  807. 85 

1  There  being  no  omissions  not  authorized  by  the  laws  of  the  United  States,  the  British  tonnage  was  accepted  by  the  New  York  surveyor. 


MEASUBEMENT   OF   VESSELS   FOB   PANAMA   CANAL.  89 

Tonnage  stated  in  Suez  Canal  certificate. 
Gross  tonnage 5,  477. 70 


Deductions: 

Propelling  power — 

Actual 630. 13 

Plus  75  per  cent 472.  60 

1,102.73 

Crew  space 55. 61 

Doctor,  engineers,  etc 16. 46 

Officers 36. 81 

Galley,  water-closet,  etc 16. 11 

Chart  house 4. 73 

Wheelhouse 6. 30 

Steering  gear 28.  28 

Wireless  apparatus 7. 37 


Total  deductions 1,  274. 40 


Net  tonnage 4,  203.  30 

BRITISH    STEAMSHIP    "SANTA    ROSALIA,"    OF   LONDON. 
(Built  of  steel,  at  Port  Glasgow,  191L] 
Tonnage  stated  in  the  British  register,  issued  at  London,  Oct.  11,  1911. 

Gross  tonnage 5,  409.  43 


Deductions: 

Propelling  power,  32  per  cent 1,  731.  02 

Crew  space 121.  07 

Master 13.  36 

Boatswain's  stores 41.  58 

Chart  house 3.  99 

Water-ballast  space 9.  98 


Total  deductions 1,921.00 


Net  tonnage 3,  488. 43 

Tonnage  under  the  measurement  rules  of  the  United  States. 

Tons. 

Gross  tonnage 5,  833.  97 


Deductions: 

Propelling  power  (including  light  and  air) 715.  37 

Plus  75  per  cent 536.  52 

1,  251.  89 

Crew  space 121.  07 

Master 13.  36 

Boatswain's  stores 41.  58 

Chart  house 3.  99 

Water-ballast  space 9.  98 


Total  deductions 1,  441.  87 


Net  tonnage 4,  392. 10 

Tonnage  stated  in  the  Suez  Canal  certificate,  issued  by  the  British  Board  of  Trade    Oct.  23,  1911. 

Tons. 

Gross  tonnage ." 5,580. 17 

Deductions: 

Berthing  of  crew 

Berthing  of  officers 

Officers'  and  engineers'  mess  and  bathrooms 

Galleys  and  cookhouses,  water-closets  and  lavatories,  exclusively  for  officers  and  crew 

Wheelhouse,  chart  house,  and  steam  steering  house 

Propelling  power — 

Actual 566.  61 

Plus  75  per  cent 424.  96 

991. 57 


59.79 

38.86 

7.64 

11.  47 

IS.  6S 

Total  deductions 1, 128.  01 


Net  tonnage 4,  452.  16 

61861°— 13 7 


90  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

BRITISH   STEAMSHIP    "KIKKDALE,"    OF   GLASGOW. 

[Built  of  steel,  at  Port  Glasgow,  1909.  ] 

Tonnage  stated  in  British  register,  issued  at  Glasgow,  Dec.  16,  1909. 

Tons. 
Gross  tonnage 4,  731.  63 

Deductions: 

Propelling  power,  32  per  cent 1,  514. 12 

Crew  space 126.  07 

Master 7.  50 

Chart  house 4.  85 

Boatswain's  stores 26.  92 

After  peak  tanks 5. 14 

Total  deductions 1, 684.  60 

Net  tonnage 3, 047.  03 

Tonnage  under  the  measurement  rules  of  the  United  States. 

Tons. 
Gross  tonnage 5,  352.  47 

Deductions: 

Propelling  power,  32  per  cent 1,  712.  79 

Crew  space 126.  07 

Master 7.  50 

Chart  house 4.  85 

Boatswain's  stores 26.  92 

Water-ballast  space 5. 14 

Total  deductions 1,  883.  27 

Net  tonnage 3,  469.  20 

Tonnage  stated  in  Suez  Canal  certificate,  issued  by  the  British  Board  of  Trade,   Jan.  X.  1910. 

Tons. 

Gross  tonnage 5, 100.  73 

Deductions: 

Berthing  of  crew 70.  44 

Berthing  of  officers 30.  55 

Officers'  and  engineers'  mess  rooms  and  bathrooms 19.  66 

Galleys,  cookhouses,  and  water-closets,  exclusively  for  officers  and  crew 16.  30 

Wheelhouse,  chart  house,  and  steering  house 14.  37 

Propelling  power — 

Actual 583.14 

Plus  75  per  cent 437.  36 

1, 020.  50 

Total  deductions 1, 171.  82 

Net  tonnage 3,  928.  91 

BRITISH   STEAMSHIP    '' IKALA,  "  OF  LIVERPOOL. 
[Built  of  steel,  at  Yoker,  1901.] 

Tonnage  stated  in  British  register,  issued  at  Liverpool,  July  8,  1901. 

Tons. 

Gross  tonnage 4, 322.  39 

Deductions: 

Propelling  power.  32  per  cent 1,  383.  16 

Crew  space 86.  39 

Master 6.  84 

Chart  house 4.  98 

Boatswain's  stores 19.  73 

Total  deductions 1,  501.  10 

Net  tonnage 2,  821.  29 


»i 


MEASUKEMENT   OF   VESSELS   FOB   PANAMA   CANAL.  91 

Tonnage  as  amended  by  application  of  the  measurement  rules  of  the  United  States  at  New  York,  May  18,  1910. 

Tons. 
Gross  tonnage 4,  684.  97 

Deductions: 

Propelling  power,  32  per  cent l,  499.  19 

Crew  space 86.  39 

Master 6.  84 

Boatswain's  stores 19.  73 

Chart  house 4.  98 

Total  deductions 1,617. 13 

Net  tonnage 3, 067.  84 

Tonnage  stated  in  the  Suez  certificate,  issued  by  the  British  Board  of  Trade,  July  11,  1901. 

Tons. 
Gross  tonnage 4,317. 19 

Deductions: 

Berthing  of  crew 30.  15 

Berthing  of  officers 20.  08 

Galleys,  cookhouses,  etc 4.  33 

Chart  house,  lookout,  etc 13.  67 

Officers'  mess  and  bath 5.  35 

Propelling  power — 

Actual 539.21 

Plus  75  per  cent 404.  41 

943. 62 

Total  deductions 1, 017.  20 

Net  tonnage 3,299.99 

BRITISH    STEAMSHIP    "TUNSTALL,"    OP   WEST   HARTLEPOOL. 

[Built  of  steel,  at  Sunderland,  1907.] 

Tonnage  stated  in  British  register,  issued  at  West  Hartlepool,  Feb.  21,  1901 . 

Tons. 

Gross  tonnage 3,  825.  27 

Deductions: 

Propelling  power 1,  224.  09 

Crew  space 106.  78 

Boatswain's  stores 38.  25 

Master 13.  96 

Chart  house 3.  92 

Total  deductions 1,387.00 

Net  tonnage 2,  438.  27 

Tonnage  as  amended  by  application  of  the  measurement  rules  of  the  United  States,  at  Tampa,  Fla.,  Nov.  27,  1907. 

Tons. 
Gross  tonnage 3,  939.  63 

Deductions: 

Crew  space 106.  78 

Master 13.  96 

Boatswain's  stores 38.  25 

Chart  house 3.  92 

Propelling  power,  32  per  cent 1,  260.  68 

Total  deductions 1.  423.  59 

Net  tonnage 2,  516.  04 


92  MEASUREMENT    OF    VESSELS    FOR    PANAMA    CANAL. 

Tonnage  stated  in  the  Suez  Canal  certificate,  issued  by  the  British  Board  of  Trade,  Feb.  27,  1907. 

Tons. 
Gross  tonnage 3,  778.  76 

Deductions: 

Berthing  of  crew 54.  44 

Berthing  of  officers  and  engineers 33.  23 

Officers'  and  engineers'  mess 19.  08 

Galleys,  cookhouses,  water-closets,  etc 14.68 

Chart,  wheelhouse,  steering  gear,  etc 40.  95 

Propelling  power — 

Actual ! 497.  68 

Plus  75  per  cent 373.  26 

870. 94 

Total  deductions 1, 033.  32 

Net  tonnage 2,  745.  44 

BRITISH   STEAMSHIP    "  BENWOOD,"    OF  LIVERPOOL. 

[Built  of  steel,  at  Stockton-on-Tees,  1910.] 

Tonnage  stated  in  the.  British  register,  issued  at  Liverpool,  Jan.  12,  1910. 

Tons. 

Gross  tonnage 3,  869.  40 

Deductions: 

Propelling  power,  32  per  cent, 1, 238.  21 

Crew  space 91.  61 

Master 7.  49 

Boatswain 's  stores 22.  33 

Chart  house 4.  43 

Water-ballast  space 92.  53 

Total  deductions 1, 456.  60 

Net  tonnage 2,  412.  80 

Tonnage  as  amended  by  application  of  the  latcs  of  the  United  States  at  New  York,  Nov.  9,  1911. 

Tons. 

Gross  tonnage 4,234. 19 

Deductions: 

Propelling  power,  plus  75  per  cent 938. 12 

Crew  space 91.  61 

Master 7. 49 

Boatswain 's  stores 22.  33 

Chart  room 4.  43 

Water-ballast  space 92.  53 

Total  deductions 1, 156.  51 

Net  tonnage 3,  077.  68 

Tonnage  stated  in  the  Suez  Canal  certificate,  issued  by  the  British  Board  of  Trade,  at  Liverpool,  1910. 

Tons. 

Gross  tonnage 4,  110.  83 

Deductions: 

Propelling  power — 

Actual 519.  73 

Plus  75  per  cent ■ 389.  80 

909. 53 

Crew  space '-..  36.  61 

Officers 29.71 

Officers'  mess 20.  40 

Galleys,  cookhouse,  etc 12. 84 

Wheelhouse,  chart  house,  etc 13.  20 

Total  deductions 1,  022.  29 

Net  tonnage 3, 088.  54 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  93 

GERMAN    STEAMSHIP     'PATRICIA,"  OF   HAMBURG. 

[Built  at  Stettin,  of  steel,  1899.] 

Tonnage  stated  in  the  German  Register,  issued  at  Hamburg,  Oct.  iO,  1910. 

Cubic  meters.  Tons. 

< Iross  tonnage 40,  981.  5  14,  466.  48 


Deductions: 

Propelling  power,  32  per  cent 13, 114.  1 

t  'rew  space,  etc 1,  305.  6 

Officers,  etc 440.  8 

Chart .v,.  fi 

Boatswain 's  stores 125. 2 

Water-ballast  space 241.  2 

Master 34.  3 

Total  deductions 15.317.1            5,  406.  94 


Net  tonnage 25,  664.  4  9,  059.  54 

(German  certificate  accepted  in  the  United  States.) 

Tonnage  stated  in  the  Suez  Canal  certificate,  issued  at  Hamburg,  < hi .  g,  1910. 

Cubic  meters.  Tons. 

Gross  tonnage 40,  944.  2  14,  453.  3 


Deductions: 

Propelling  power — 

Actual 4,  843. 7 

Plus  75  per  cent 3,  632.  7 

8,476.4 

Crew  space 770.4 

Officers 104. 0 

Engineers 72.  0 

Do 102.9 

Galley,  etc 89.  7 

Chart  house 38.  5 

Steering  gear 1 40.  2 

Signal  room 17.  4 

Mess  rooms 228.  6 

Total  deductions 10,  040. 1  3,  544.  1 


Net  tonnage 30,  904.  1  10,  909. 1 

GERMAN    STEAMSHIP    "  DUISBURG,"  OP   HAMBURG. 

[Built  at  Flensburg,  of  steel,  1900.] 

Tonnage  stated  in  the  German  Register,  issued  at  Hamburg,  July  1,  1907. 

Cubic  meters.  Tons. 

Gross  tonnage 12,  737.  380  4,  496.  295 


Deduction- 
Propelling  power,  32  per  cent 4.  075.  962 

Crew  space,  etc 210.  727 

Officers,  etc -  -  -  1 89.  164 

Chart  house,  etc 24.  737 

Boatswain's  stores 1 27.  374 

Master 23.  648 

Total  deductions 4.  651.  612          1,  642.  019 


Net  tonnage 8, 085.  768  2,  854.  276 


94  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

Tonnage  under  measurement  rules  of  the  United  States. 

Cubic  meters.  Tons. 

Gross  tonnage 14,606.849  5,156.21 

Deductions: 

Propelling  power,  32  per  cent 4,  674. 191 

Crew  space 210.  727 

Officers,  etc 189. 164 

Chart  house 24.  737 

Boatswain's  stores 127.  374 

Master 23.  648 

Total  deductions 5,249.841  1,853.19 

Net  tonnage 9,  357.  008  3,  303.  02 

Tonnage  stated  in  the  Suez  Canal  certificate,  issued  at  Hamburg,  July  9,  1907. 

Cubic  meters.  Tons. 

Gross  tonnage 14,  888.  7  5,255.  71 

Deductions: 

Propelling  power — 

Actual 2, 184.  748 

Plus  75  per  cent 1,  638.  561 

3,823.309 

Berthing  for  crew 179.  606 

Berthing  for  officers 127.  289 

Galley,  cookhouse,  water-closets,  etc 64.  984 

Chart  house 24.  737 

Wheelhouse 33.  506 

Signals 8.  998 

Officers  and  engineers'  mess 61.  438 

Total  deductions 4, 323.  867  1,  526.  33 

Net  tonnage 10, 564.  8  3,  729.  38 


PART   II. 


PRINCIPLES  CONTROLLING  PANAMA 
MEASUREMENT   RULES. 


95 


CHAPTER   VI. 


DISPLACEMENT  TONNAGE  THE   BASIS  OF 
TOLLS  UPON  WARSHIPS. 


97 


CHAPTER  VI. 


DISPLACEMENT   TONNAGE   THE   BASIS   OF   TOLLS   UPON   WARSHIPS. 

In  fixing  a  schedule  of  tolls  for  the  use  of  the  Panama  Canal  and  in  prescribing  rules  to 
determine  the  tonnage  upon  which  the  tolls  shall  be  paid,  it  is  necessary  to  decide  whether  or 
not  the  same  tolls  and  the  same  tonnage  rules  shall  apply  to  warships  and  to  vessels  of  commerce. 
The  proclamation  issued  by  the  President,  November  13.  1912,  decided  this  question,  in  a  pre- 
liminary way,  by  making  the  tolls  upon  warships  50  cents  per  displacement  ton  and  upon  mer- 
chant vessels  with  cargo  or  passengers  SI. 20  per  net  ton,  with  a  reduction  of  40  per  cent  in  the 
rate  for  merchant  vessels  in  ballast  without  cargo  or  passengers.  The  reasons  for  making  dis- 
placement instead  of  net  tonnage  the  basis  of  tolls  upon  warships  need  to  be  set  forth  in  tins 
report,  and  in  order  to  carry  out  the  President's  proclamation  it  is  necessaiy  to  stipulate  which 
displacement  tonnage — for  displacement  tonnage  has  several  meanings  —shall  be  subject  to 
the  tolls  that  have  been  established. 

The  Suez  Canal  Co.  has  but  one  schedule  of  tolls  and  but  one  set  of  measurement  rules 
applicable  alike  to  warships  and  to  merchant  vessels.  This  may  be  due  to  the  fact  that  the 
Suez  Co.'s  tonnage  rules  were  prescribed  for  the  company  by  an  international  commission, 
whose  set  of  rules,  as  formulated  in  1S73,  the  canal  company  has  felt  obliged  to  observe.  The 
application  of  the  Suez  measurement  rules  to  warships  is  a  laborious  task,  and  if  the  Suez  Co. 
were  obliged  to  measure  the  warships  that  apply  for  passage  through  the  canal,  it  is  probable 
that  the  company  would  seek  to  make  displacement,  rather  than  net  tonnage,  the  basis  of  the 
charges  upon  warships.  The  measurement  of  warships,  however,  is  performed  by  the  officials 
of  the  Governments  to  which  the  several  warships  belong,  and  inasmuch  as  fleets  of  warships 
make  but  infrequent  use  of  the  Suez  Canal,  no  country  has  thought  it  worth  while  to  seek  to  have 
the  Suez  Co.  substitute  displacement  for  net  tonnage  as  a  basis  of  its  charges. 

It  is  the  practice  of  the  British  Government  to  issue  a  certificate  of  net  tonnage  to  each 
vessel  in  its  navy.  The  vessels  of  the  British  Navy  enter  foreign  port's  from  time  to  time,  and 
when  they  do  so  they  are  obliged  to  pay  tonnage  taxes,  and  possibly  other  port  charges,  based 
upon  net  tonnage.  The  general  regulation  of  the  British  Government  providing  for  the  issue 
to  warships  of  net  tonnage  certificates  in  accordance  with  the  British  and  Suez  rules  is  as 
follows: 

The  register  tonnage  according  to  British  rule  is  to  be  inserted  in  all  pilotage  certificates,  and  is  to  be  the  basis 
of  all  tonnage  payments  at  foreign  ports  by  His  Majesty's  ships,  except  when  entering  Port  Said  or  the  Suez  Canal, 
in  which  case  the  tonnage  according  to  the  Danube  rule  is  to  be  issued.  The  Board  of  Trade  tonnage  certificate, 
which  shows  the  registered  tonnage  according  to  both  rules,  is  furnished  to  all  ships  as  they  are  commissioned  at  home 
ports.  The  weight  in  tons  shown  in  the  navy  list  is  in  no  case  to  be  used  for  the  payment  of  pilotage,  nor  to  be  men- 
tioned in  pilotage  certificates. 

The  United  States  Navy  Department  does  not  regularly  measure  American  naval  vessels 
to  ascertain  their  gross  and  net  tonnage.  The  Chief  of  the  Bureau  of  Construction  and  Repair 
states  that — 

Certain  types  of  American  naval  vessels  which  have  been  built  under  merchant  rules  have  been  measured  for 
gross  and  net  tonnage  by  the  representatives  of  the  Department  of  Commerce,  but  this  practice  is  not  extended  at 
all  generallv.  Many  vessels,  however,  which  have  used  the  Suez  Canal,  and  for  which  there  are  reasons  to  believe 
such  provision  was  desirable,  have  been  calculated,  in  the  bureau,  for  gross  tonnage  and  Suez  tonnage,  and  certificates 
of  Suez  tonnage  have  been  issued  to  these  vessels. 

If  Panama  tolls  upon  warships  were  levied  upon  net  tonnage  it  would  be  necessary  for  the 
vessels  of  war  belonging  to  countries  other  than  the  United  States  to  be  specially  measured — 

99 


100 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


probably  at  the  time  of  their  construction — in  accordance  with  the  Panama  rules.  In  order 
to  keep  an  accurate  account  of  the  tonnage  of  ships  using  the  Panama  Canal,  it  will  be  necessary 
for  American  warships,  though  they  may  not  Y>a,y  tolls,  to  report  their  tonnage  according  to  the 
rules;  and  if  foreign  warships  are  required  to  report  net  tonnage,  American  naval  vessels  would 
need  to  report  the  same  kind  of  tonnage.  Moreover,  the  trouble  and  expense  of  ascertaining 
gross  and  net  tonnage  of  warships  would  be  incurred  to  obtain  figures  for  a  tonnage  that  would 
not  be  a  satisfactory  basis  upon  which  to  levy  Panama  tolls. 


DEFECTS    OF    NET    TONNAGE    AS    THE    BASIS    OF    TOLLS    ON    WARSHIPS. 

All  rules  for  the  measurement  and  registry  of  vessels  are  formulated  with  reference  to  vessels 
of  commerce  and  not  with  regard  to  warships.  To  apply  the  rules  to  warships  is  an  arbitrary 
and  cumbersome  process,  producing  tonnage  figures  that  have  little  significance.  It  is  a  misuse 
of  terms  to  speak  of  the  net  tonnage  of  a  warship,  because  the  net  tonnage  of  a  vessel  is  the 
measure  of  its  earning  capacity,  i.  e.,  of  the  space  within  the  vessel  that  can  be  used  to  stow 
cargo  or  accommodate  passengers.  Warships  are  not  built  for  the  transportation  of  cargoes 
and  passengers.  They  are  fighting  machines,  the  entire  capacity  of  the  vessel  being  used  for 
the  purposes  of  the  vessel  as  an  instrument  of  war. 

The  results  obtained  by  British  admeasurers  in  applying  the  British  and  Suez  measurement 
rules  to  five  representative  warships  are  summarized  in  the  following  table.  The  normal  dis- 
placement of  a  British  vessel,  as  is  explained  on  page  104,  is  the  displacement  of  the  warships 
with  "legend"  or  designated  weights  of  stores,  coal,  fuel  oil,  and  water  aboard.  A  vessel's 
normal  displacement  is  the  weight  of  a  ship  when  equipped  for  the  ordinary  purposes  for  which 
the  vessel  is  intended.  It  is  a  somewhat  arbitrary  statement  of  the  vessel's  displacement,  but 
is  an  approximate  expression  of  the  ship's  displacement  when  at  sea. 

Table  IX. — Displacement,  and  gross  and  net  tonnage,  British  and  Suez  measurements,  of  Jive  British  warships.1 


Type  of  ship. 

Xormal 
displace- 
ment. 

Gross  tonnage. 

Net  tonnage. 

Ratio  of  net  ton- 
nage to  normal 
displacement. 

Ratio  of  net  tonnage 
to  gross  tonnage. 

British. 

Suez. 

British. 

Suez. 

British.  1'    Suez. 

British. 

Suez. 

16,500 
14,900 
11,000 
5,600 
2,135 

9,509 
8,523 
7,069 
3,770 
1,492 

9,529 

8,609 
7,123 
3,812 

1,520 

6, 155 
5,796 
3,610 
1,919 
713 

5,699 
5,269 
3,307 

1,770 
684 

Pit  ci  nt. 
37.30 
38.90 
32.82 
34.27 
33.39 

Per  cent. 
34.54 
35.36 
30.06 
31.61 
32.03 

Per  ceni. 
64.73 
68.00 
51.07 
50.90 
47.79 

Per  cent. 
59.81 

Do 

61.20 

46.43 

46.43 

45.00 

1  Adapted  from  E.  L.  Attwood,  Warships,  p.  1*7. 

Table  IX  states  the  percentage  which  net  tonnage.  British  and  Suez  measurements,  is  of 
the  normal  displacement  of  the  two  battleships  and  the  three  cruisers  for  which  figures  are 
given.  The  percentage  which  net  tonnage  is  of  gross  tonnage  is  also  stated.  It  will  be  observed 
that  the  Suez  rules  make  net  tonnage  a  lower  percentage  of  normal  displacement  and  also  of 
gross  tonnage  than  do  the  British  rules,  whereas  in  the  case  of  merchant  vessels  the  Suez  rules 
make  the  net  tonnage  a  higher  percentage  of  the  gross  tonnage  than  do  the  British  rules.  This 
indicates  that  the  application  of  gross  and  net  tonnage  rules  to  warships  is  artificial  and 
arbitrary. 

Some  years  since,  it  became  necessary  for  the  Bureau  of  Construction  and  Repair  of  the 
Navy  Department  of  the  United  States  Government  to  apply  the  Suez  measurement  rules  to 
a  number  of  ships  in  the  American  Navy.  The  experience  of  the  bureau  in  calculating  the 
net  tonnage,  Suez  measurement,  of  our  naval  vessels  illustrates  the  difficulty  of  making  such 
measurements.  So  many  questions  arose  as  to  the  definition  of  spaces  and  as  to  the  applica- 
tion of  the  rules  to  particular  portions  of  warships  that  the  bureau  was  obliged  to  compile  a 
detailed  book  of  instructions  for  the  guidance  of  the  draftsmen  who  were  assigned  the  task  of 


MEASUREMENT    OF   VESSELS   FOE   PANAMA   CANAL. 


101 


calculating  the  net  tonnage,  Suez  measurement,  of  American  warships.1     The  book  of  instruc- 
tions that  was  compiled  is  printed  as  Appendix  XVII  of  this  report. 

Table  X  compares  the  normal  displacement  of  22  American  naval  vessels  of  different 
types  with  their  gross  and  net  tonnage  as  determined  by  applying  the  Suez  rules  to  their 
measurement.  The  table  is  especially  instructive.  It  shows  a  very  wide  range  in  the  ratio 
of  net  tonnage  to  normal  displacement,  the  net  tonnage  of  the  gunboat  Helena  being  over  66 
per  cent  of  its  normal  displacement,  while  for  the  armored  cruiser  Maryland  the  percentage  is 
less  than  29  and  for  the  monitor  Monadnock  less  than  25.  The  ratio  of  gross  tonnage  to  net 
tonnage,  as  shown  in  Table  X  for  warships  of  different  types,  has  such  a  wide  range  as  to  indi- 
cate that  the  net  tonnage  of  a  warship  is  a  very  arbitrary  expression  of  the  size  or  capacity 
of  the  vessel.  It  will  be  noted,  for  instance,  that  the  net  tonnage  of  one  of  the  cruisers  of  the 
third  class  is  but  45  per  cent  of  the  gross  tonnage,  whereas  for  one  of  the  other  cruisers  of  this 
class  the  net  tonnage  is  nearly  63  per  cent  of  the  gross.  For  one  of  the  gunboats  the  net  tonnage 
is  58  per  cent  of  the  gross,  while  for  another  it  is  more  than  67  per  cent.  The  details  contained 
in  Tables  IX  and  X  are  a  strong  argument  in  favor  of  basing  Panama  tolls  on  warships  upon 
their  displacement  tonnage. 

Table  X. — Normal  displacement .  and  gross  and  net  tonnage,  Suez  measurement,  of  different  types  of  American  warships. 


Name  of  ship. 


Wisconsin... 

Ohio ' 

Connecticut. 
Maryland . . . 

Montana 

Brooklyn . . . 

Saratoga 

Columbia... 

Newark 

Olympia 

Albany 

Cincinnati... 
Marblehead . 

Tacoma 

Bainbridge.. 
Monadnock. 

Farragut 

Shubrick 

Annapolis. . . 

Dubuque 

Helena 

Petrel 


Type  of  ship. 


Battleship 

....do 

do 

Armored  cruiser 

do 

Cruiser,  first  class 

do 

Cruiser,  second  class 

do 

do 

Cruiser,  third  class 

do 

do 

do 

Torpedo-boat  destroyer. 

Monitor 

Torpedo  boat 

do 

Gunboat 

do 

do 

do 


Normal 
displace- 
ment. 


11,552 

12,500 

16,000 

13,680 

14,500 

9,215 

8,150 

7,350 

4,083 

5,865 

3,430 

3,183 

2,072 

3,200 

420 

3,990 

279 

200 

1,010 

1,085 

1,392 

890 


Suez 

gross 

tonnage. 


6,911 

8,081 

10,350 

8,785 

9,769 

6,387 

6,007 

5,635 

2,766 

4,122 

2,256 

2,076 

1,391 

2,475 

509 

1,618 

355 

231 

858 

885 

1.374 

624 


Suez 
net 

tonnage 


4,257 

4,810 

5,877 

3,953 

4,509 

3,368 

2,838 

2,536 

1,438 

1,896 

1,166 

934 

626 

1,554 

229 

988 

160 

104 

560 

568 

921 

362 


Per  cent  which  net 
tonnage  is  of— 


Normal 
displace- 
ment. 


36.85 
38.48 
36.73 
28.90 
31.10 
36.55 
34.82 
34.50 
35.22 
32.33 
33.99 
29.34 
30.21 
48.56 
54.52 
24.76 
57.35 
52.00 
55.45 
52.35 
66.16 
40.67 


Gross 
tonnage. 


61.60 
59.53 
56.78 
45.00 
46.16 
52.73 
47.24 
45.00 
51.99 
46.00 
51.68 
44.99 
45.00 
62.79 
44.99 
61.06 
45.07 
45.02 
65.27 
64.18 
67.03 
58.01 


Unless  there  are  special  reasons  why  the  tolls  upon  warships  should  be  levied  upon  net 
tonnage,  it  is  desirable  to  avoid  the  large  amount  of  labor  required  to  apply  gross  and  net 
tonnage  rules  to  the  measurement  of  warships.  As  a  matter  of  fact,  the  calculation  of  gross 
and  net  tonnage  of  warships  would  require  a  great  deal  of  labor  to  secure  results  that  are  not 
satisfactory. 

1  In  testifying  before  the  Committee  on  Interstate  and  Foreign  Commerce  of  the  House  of  Representatives.  January,  1912.  Mr.  R.  II.  M.  Robin- 
son, Naval  Constructor  then  connected  with  the  Bureau  of  Construction  and  Repair  in  the  Department  of  the  Navy,  made  the  following  statement 
in  regard  to  the  "instructions  and  regulations"  prepared  by  the  bureau  for  a  guide  in  applying  the  Suez  rules  to  American  ships: 

"I  attempted  to  formulate  a  set  of  definite  instructions  that  I  could  hand  to  the  draftsman  and  tell  him  how  to  do  these  things,  and  I  found 
that  there  was  an  enormous  number  of  questions  that  might  be  considered  a  dozen  different  ways,  so  we  wrote  a  letter,  through  the  Secretary  of 
the  Navy,  to  the  Suez  Canal  authorities,  in  order  to  get  their  ruling  on  these  questions.  About  a  year  and  a  half  later  we  found  that  we  still  had 
a  lot  of  questions  we  did  not  understand,  and  we  wrote  again,  and,  as  a  result  of  that,  we  have  gotten  up  a  book  that  would  be  of  assistance  to  us 
in  calculating  the  registered  tonnage  of  a  warship.    It  was  a  huge  job."    (H.  R.  Doc.  680,  62d  Cong.,  2d  sess.,  p.  4S4.) 


102  MEASUREMENT  OF  VESSELS  FOR  PANAMA  CANAL. 

ADVANTAGES    OF   DISPLACEMENT    TONNAGE    AS    A    BASIS    OF    TOLLS    UPON    WARSHIPS. 

The  first  reason  why  Panama  tolls  on  warships  should  be  based  upon  displacement  tonnage 
is  that  the  size  of  warships  is  everywhere  officially  stated  in  units  of  displacement  tonnage. 
This  practice  has  prevailed  since  1872,  when  displacement  became  the  legal  tonnage  of  British 
warships.     In  all  countries  the  tonnage  of  naval  vessels  is  their  displacement. 

Originally  the  British  Navy  measured  warships  by  the  rules  that  were  employed  in  measuring 
merchant  vessels,  but  the  purpose  of  the  early  laws  was  to  ascertain  the  dead-weight  tonnage 
which  vessels  were  able  to  carry.  When  the  more  primitive  measurement  rules  were  supplanted 
in  Great  Britain  by  the  "builders'  old  measurement"  rules,  which  were  applied  to  British 
vessels  from  1713  to  1835,  the  purpose  of  measurement  was  still  to  determine  the  dead-weight 
tonnage  of  vessels,  and  the  same  rules  were  applied  to  merchantmen  and  to  warships.  The 
British  measurement  acts  of  1836  and  1854  substituted  for  the  rules  that  had  been  used  to  deter- 
mine the  dead-weight  tonnage  other  rules  formulated  with  a  view  to  ascertaining  the  cubical 
capacity  of  vessels.  The  capacity  ton  instead  of  the  dead-weight  ton  came  to  be  the  unit  for 
merchant  vessels.  The  acts  of  1836  and  1854,  however,  were  not  applied  to  the  measurement 
of  warships  for  the  purpose  of  giving  them  their  official  tonnage  rating  in  the  Royal  Navy  List, 
but  inasmuch  as  warships  were  not  constructed  to  carry  dead-weights,  it  was  recognized  that  the 
b.  o.  m.  tonnage  was  an  inaccurate  unit  for  the  rating  of  warships.  It  was  the  custom  of  British 
marine  architects  in  designing  warships  to  indicate  the  size  of  the  ships  by  their  displacement 
tonnage.  This  was  also  the  practice  of  the  continental  European  countries.  The  practice 
that  had  thus  for  some  time  prevailed  caused  the  British  Government  in  1872  to  make  displace- 
ment the  legal  tonnage  of  British  warships,  although  for  a  few  years  thereafter  the  Royal  Navy 
List  gave  for  each  vessel  both  its  b.  o.  m.  and  its  displacement  tonnage.  This  practice,  however, 
was  soon  abandoned,  and  for  many  years  the  official  tonnage  of  the  naval  fleets  of  Great  Britain 
and  all  other  nations  has  been  the  displacement  tonnage  of  the  vessels. 

British  warships,  it  is  true,  carry  certificates  stating  their  gross  and  net  tonnage,  according 
to  the  British  measurement  rules,  and  warships,  when  commissioned,  are  provided  with  a  Suez 
Canal  tonnage  certificate,  but  these  certificates  are  furnished  the  warships  solely  as  a  basis  of 
tonnage  payments  at  foreign  ports  and  at  the  Suez  Canal.  The  warship's  displacement  scale  and 
curves  are  its  real  tonnage  certificate,  and  the  tonnage  as  read  from  the  displacement  scale  and 
curves  carried  by  every  warship  may  readily  be  taken  as  the  basis  upon  which  Panama  Canal 
tolls  shall  be  paid. 

A  second  advantage  that  will  result  from  making  displacement  tonnage  the  basis  for 
Panama  Canal  charges  is  the  approximate  fairness  of  that  tonnage  as  between  different  classes  of 
war  vessels.  Vessels  of  war  as  well  as  those  of  commerce  are  of  many  different  classes;  some 
are  of  high  and  others  of  low  speed;  some  are  heavily  armored  to  resist  attack  and  others  are  of 
light  construction  to  give  them  great  mobility.  No  single  tonnage  unit  can  be  adopted  that  will 
enable  warships  to  be  closely  compared  on  a  basis  of  tonnage.  In  the  case  of  naval  vessels, 
as  well  as  in  the  case  of  merchant  ships,  the  most  that  can  be  done  is  to  adopt  a  tonnage  unit 
that  will  treat  different  classes  of  vessels  as  fairly  as  it  is  possible  to  treat  them. 

The  mam  types  of  warships  to  which  the  Panama  rules  must  apply  are  indicated  by  the 
following  descriptive  classification: ' 

(1)  First-class  battleships,  which  are  characterized  by  heavy  armor,  complete  armament, 
moderate  speed  as  compared  with  fast  cruisers,  and  maximum  size.  Until  recently  their  normal 
or  official  displacement  tonnage  ranged  from  10,288  to  26,000  tons,  but  battleships  are  now 
being  built  in  Great  Britain  with  a  tonnage  of  30,000.  The  American  battleship  Pennsylvania 
is  to  have  a  displacement  of  31,000  tons. 

(2)  Armored  cruisers,  which  are  generally  of  somewhat  greater  speed  and  less  armor  and 
armament  than  battleships.  Their  displacement  tonnage  is  about  the  same  as  that  of  battle- 
ships, ranging,  until  recently,  from  9,000  to  19,000.  Recent  development  has  so  reduced  the 
distinction  that  it  is  difficult,  in  some  cases,  to  distinguish  between  armored  cruisers  and  battle- 

'  R.  H.  M.  Robinson,  Naval  Construction,  chs.  9  and  11. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  103 

ships.  Several  British  and  German  armored  cruisers  have  recently  been  constructed  with 
displacements  about  as  great  as  those  of  the  largest  battleships — 28,000  and  28,800  tons.  The 
terms  "battle  cruiser"  and  "cruiser  of  the  line"  are,  moreover,  being  applied  to  some  warships, 
and  in  some  cases  it  is  largely  arbitrary  whether  the  vessels  are  classed  as  cruisers  or  as  battleships. 

(3)  Monitors,  which  are  used  especially  for  harbor  and  coast  defense.  They  are  armored 
vessels  which  have  from  3,000  to  6,000  tons  normal  displacement. 

(4)  Unarmored  cruisers,  including  protected  cruisers,  which  are  used  chiefly  for  scouting 
purposes.  They  have  medium  offensive  qualities  and  small  defensive  ability,  but  are  of  maxi- 
mum speed.  They  are  generally  smaller  than  armored  cruisers  and  battleships,  and  have  a 
normal  displacement  of  3,000  to  10,000  tons. 

(5)  Gunboats,  which  are-used  for  patrol  and  police  duty  and  are  small  vessels  of  100  to 
1,700  tons  normal  displacement. 

(6)  Torpedo  boats,  which  have  a  normal  displacement  of  30  to  340  tons. 

(7)  Torpedo-boat  destroyers,  which  are  built  for  maximum  speed.  Their  weight  is  reduced 
to  the  minimum  consistent  with  strength,  their  normal  displacement  ranging  from  200  to  1 ,073 
tons. 

(8)  Submarines,  which  are  small  vessels  of  from  40  to  400  tons  normal  displacement. 

The  speed  qualities  and,  to  some  extent,  the  other  characteristics,  both  of  merchant  vessels 
and  of  warships,  are  indicated  by  their  coefficients  of  fineness  or  block  coefficients.  Vessels  are 
often  compared  with  reference  to  their  coefficients  of  fineness.  The  coefficients  of  merchant 
.vessels  range  from  0.4  for  fine-lined  yachts  to  0.8  for  freight  steamers.  The  main  classes  of 
vessels  in  the  British  Navy  have  coefficients  ranging  from  0.4  to  0.65,  as  is  well  shown  by  the 
following  statement  of  the  "  average  values  of  the  coefficient  of  fineness,"  contained  in  Attwood's 
"Warships": 

Battleships 0.  6  to  0.  65 

Cruisers 5  to    .55 

Destroyers 4  to    .45 

The  range  of  the  coefficient  of  fineness  or  the  block  coefficients  of  selected  representatives 
of  different  types  of  vessels  in  the  United  States  Navy  is  stated  hi  Table  XI.  The  vessels  in 
the  American  Navy  have  practically  the  same  block  coefficients  as  do  vessels  of  corresponding 
types  in  the  British  Navy. 

Table  XI. — Range  of  block  coefficients  of  selected  representatives  of  different  types  of  American  naval  vessels. 

Battleships 0.  65  to  0.  66 

Armored  cruisers 55  to    .57 

Cruisers 47  to    .55 

Torpedo  boats  and  destroyers 37  to    .44 

Gunboats 48  to    .54 

The  coefficient  of  fineness,  as  is  shown  by  the  facts  regarding  British  and  American  war- 
ships, is  less  for  battleships  than  for  ordinary  freight  vessels.  Moreover,  the  difference  between 
the  coefficient  of  cruisers  and  the  coefficient  of  battlesliips  is  less  than  the  difference  between 
the  coefficients  of  fast  passenger  steamers  and  heavy  freight  ships.  The  range  in  the  coefficients 
of  fineness  is  somewhat  narrower  for  naval  vessels  than  for  merchant  ships. 

Absolute  equality  of  treatment  of  all  ships  can  not  be  attained  by  any  single  basis  of  tolls, 
but  approximate  fairness  can  be  secured  for  warships  by  basing  the  charges  upon  displacement 
tonnage.  This  is  the  opinion  of  such  naval  experts  as  Mr.  R.  H.  M.  Robinson,  who  has  already 
been  quoted  in  this  chapter.  In  his  testimony  before  the  House  Committee  on  Interstate  and 
Foreign  Commerce  he  stated  that — 

The  displacement  of  a  warship  is  the  most  accurate  means  of  estimating  the  value  of  that  warship  or  the  power  of  that 
warship.  It  is  not  an  absolutely  accurate  measurement,  but  it  is  the  most  accurate  measure  you  could  name.  If  a 
ship  has  20,000  tons  displacement,  it  is  reasonable  to  presume  that  it  is  twice  as  valuable  from  the  military  standpoint 
as  a  10,000-ton  ship  or  a  ship  of  10,000  tons  displacement.1 

1  Hearings  on  the  Panama  Canal,  Committee  on  Interstate  and  Foreign  Commerce,  H.  R.  Doe.  No.  680,  62d  Cong.,  2d  sess. 


104  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

In  reply  to  the  question  whether  tolls  charged  upon  displacement  tonnage  will  he  fair  as 
between  different  types  of  warships,  the  Chief  of  the  Bureau  of  Construction  and  Repair  of  the 
Navy  Department  stated  (in  a  letter  dated  Mar.  24,  1913)  that — 

In  view  of  the  services  performed  and  the  general  status  of  ownership,  etc.,  of  war  vessels,  the  bureau  believes 
that  there  should  be  no  question  that  tolls  based  upon  displacement  will  be  fair  and  equitable,  both  from  the  point 
of  view  of  the  canal  authorities  and  the  owner  of  the  vessel. 

A  third  advantage  which  displacement  tonnage  has  as  the  basis  of  tolls  on  warships  is  the 
ease  and  certainty  with  which  the  tonnage  may  be  determined.  Displacement  tonnage  can 
be  ascertained  for  any  vessel  at  any  given  draft  by  reading  the  tonnage  from  the  document 
showing  the  displacement  scale  and  curves,  which  is  carried  by  every  warship  as  one  of  its 
necessary  papers.  Figure  28  reproduces  the  displacement  curves  and  scale  of  a  representative 
battleship. 

To  ascertain  the  displacement  tonnage  of  a  warship  the  draft  of  tbe  vessel  forward  and 
aft  is  read  and  the  mean  draft  is  found.  The  displacement  curve  and  the  corresponding  scale 
of  tons  show  what  the  ship's  displacement  tonnage  is  at  the  vessel's  mean  draft.  In  case 
there  is  a  difference  between  the  draft  forward  and  aft  a  slight  correction  must  be  made,  and 
for  that  purpose  curves  of  "addition  to  displacement  for  1  foot  change  of  trim"  by  head  or 
stern  are  given  on  each  scale.  Ordinarily,  a  warship  rides  on  even  keel  and  the  correction,  if 
any,  amounts  to  but  a  few  tons.  In  any  event,  the  determination  of  a  warship's  displace- 
ment tonnage  from  its  displacement  curves  and  scale  is  a  simple  problem  whose  solution 
depends  neither  upon  detailed  measurements  nor  upon  arbitrary  definitions  and  rules,  as  does" 
the  problem  of  ascertaining  the  gross  or  net  tonnage  of  a  warship. 

THE    FOUR    MEANINGS    GIVEN    DISPLACEMENT    TONNAGE    OF    WARSHIPS. 

The  draft  of  any  particular  warship,  and  hence  its  displacement,  depends  upon  its  lading, 
whether  it  is  light  or  is  partially  or  fully  loaded  with  supplies,  fuel,  water,  and  other  weights. 
Displacement  as  applied  to  warships  may  have  the  four  following  meanings: 

1.  Normal  displacement,  which  is  the  tonnage  officially  assigned  to  a  warship  as  its  per- 
manent tonnage  rating.  In  the  United  States  Navy  normal  displacement  means  the  weight  of 
a  ship  completely  equipped  with  a  full  complement  of  officers  and  men  and  their  belongings,  and 
with  all  general  equipment,  armament  and  machinery,  and  having  on  board  two-tliirds  of  its 
full  allowance  of  stores,  coal,  fuel  oil,  and  water.  When  each  warship  is  designed  it  is  given 
an  official  load  line  or  normal  displacement  draft.  The  normal  displacement  is  intended  to 
represent  the  usual  or  normal  weight  of  the  ship,  and,  if  the  same  rules  and  practice  prevailed 
in  all  countries  and  at  all  times,  normal  displacement  might  be  made  the  basis  of  canal  tolls. 
Normal  displacement,  however,  does  not  have  the  same  meaning  everywhere.  It  depends  upon 
the  rules  prevailing  in  different  countries  with  respect  to  the  amount  of  stores,  coal,  fuel  oil,  and 
water  which  a  ship  shall  have  on  board  when  its  displacement  is  "normal."  The  rules  may 
also  be  changed  from  time  to  time  by  any  given  country,  and  new  rules  may  be  adopted  to 
apply  only  to  new  vessels.  A  warship  always  retains  the  normal  displacement  originally  as- 
signed to  it,  and  thus  inequalities  between  old  and  new  vessels  are  certain  to  result  from  altera- 
tions in  the  regulations. 

The  British  practice  hi  determining  normal  displacement  differs  from  the  American.  In 
the  United  States  the  general  rule  is  that  the  normal  displacement  of  a  warship  is  its  displace- 
ment when  the  vessel  has  on  board  two-thirds  of  its  fuel,  stores,  and  supplies,  whereas  in  Great 
Britain  certain  legend  weights  of  stores,  coal,  fuel  oil,  and  water  are  assigned  to  each  warship. 
The  weights  thus  assigned  vary  according  to  the  special  purposes  and  services  of  the  vessel. 
Ordinarily  these  "legend"  weights  are  considerably  less  than  two-thirds  of  the  maximum 
amounts  that  may  be  put  aboard  vessels.  In  most  British  battleships  the  maximum  coal 
capacity  is  over  2,000  tons,  but  the  legend  weight  of  coal  in  many  cases  is  as  low  as  1,000  tons 
or  900  tons,  and  is  sometimes  even  less.  Ordinarily  the  normal  weight  of  coal  on  a  British  war- 
ship is  less  than  one-half  the  maximum  coal  stowage  capacity.     Similar  variations  prevail  hi 


FIG.  28.     DISPLACEMENT  CURVES   U.  S.  BATTLESHIP  SOUTH   CAROLINA. 


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61861  •— 13.    (To  face  page  104.) 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  105 

other  countries,  and  normal  displacement  is  thus  not  a  standard  by  which  vessels  of  different 
countries  can  be  compared.  Panama  tolls  upon  normal  displacement  would  not  be  fair  as 
between  different  countries  and  different  warships. 

2.  Light  displacement,  which,  in  the  United  States,  means  the  displacement  of  a  warship 
with  complete  battery  and  outfit,  but  without  having  on  board  the  officers,  the  crew  and  their 
effects,  the  ammunition  and  stores,  the  water  for  drinking  purposes  and  for  machinery,  the 
fuel  of  every  kind,  and  the  reserve  feed  water  for  machinery.1  Light  displacement  has  a  dif- 
ferent meaning  from  tins  in  the  case  of  British  warships,  in  that  one-half  the  carpenters',  boat- 
swains' and  engineers'  stores  are  assumed  to  have  been  consumed,  and  the  remainder  to  be  on 
board.2 

The  difference  between  the  light  displacement  rules  of  the  various  countries  are  not  so 
great  as  are  the  variations  in  the  regulations  concerning  normal  displacement,  but  light  dis- 
placement has  unlike  meanings  in  different  countries.  The  lack  of  uniformity  would  make 
light  displacement  an  unfair  basis  of  Panama  tolls  on  warships.  Light  displacement  under- 
states the  real  tonnage  or  weight  of  warships.  The  toll  upon  the  net  tonnage  of  merchant 
vessels  is  a  charge  upon  their  earning  capacity;  the  tolls  upon  warships  should  be  upon  fighting 
machines  equipped  for  service.  The  actual,  rather  than  the  light,  displacement  indicates 
the  military  value  of  a  warship.  To  exempt  from  toUs  the  weight  of  coal,  water,  provisions, 
officers,  crew,  etc.,  would  be  to  exempt  a  necessary  part  of  a  warship  considered  as  a  fighting 
machine.  There  is  an  inherent  difference  between  merchant  vessels  and  warships.  The 
earning  capacity  of  the  vessel  of  commerce  is  its  space  available  for  cargo  and  passengers, 
while  the  military  power  of  the  warship  depends  upon  the  entire  vessel  considered  as  a  unit. 
The  tolls  upon  a  merchant  ship  are  charges  upon  the  vessel  as  a  carrier,  and  the  tolls  are  logically 
based  upon  net  tonnage — its  earning. capacity;  the  tonnage  unit  is  large  and  the  rate  of  toll 
is  relatively  high.  The  toll  upon  the  warship  is  a  charge  upon  its  weight  as  a  fighting  machine; 
the  tonnage  unit  (as  compared  with  the  net  ton)  is  small,  and  the  rate  of  toll  is  made 
relatively  low. 

3.  Full-load  displacement,  which,  in  the  case  of  an  American  warship,  is  "the  displacement 
of  the  ship  complete  in  every  respect  and  ready  for  sea,  the  vessel  having  on  board  her  full 
complement  of  officers  and  men,  together  with  their  belongings,  bunkers  and  fuel-oil  tanks 
full,  reserve  feed  water  tanks  full,  and  all  stores  and  consumables  of  full  aUowance  in  accord- 
ance with  the  allowance  books."1  There  is  substantial  uniformity  throughout  the  world  in 
the  calculation  of  full-load  displacement  of  the  ship  when  equipped  and  with  its  maximum 
capacity  of  coal,  stores,  oil,  and  water. 

The  objection  to  full-load  displacement  as  a  toll  basis  is  that  warships  are  seldom  loaded 
to  their  deep-load  draft.  It  is  only  when  beginning  unusually  long  voyages  that  they  attain 
their  maximum  displacement,  and  on  such  voyages  the  actual  draft  upon  arrival  at  the  Panama 
Canal  would  be  less  than  the  full-load  draft.  Full-load  displacement  would  give  too  large  a 
tonnage  and  light  displacement  too  small  a  tonnage  for  tolls  upon  warships. 

4.  Actual-displacement  tonnage  at  the  time  the  warship  applied  for  passage  through  the 
Panama  Canal.  This  is  the  most  equitable  and  practicable  basis  for  the  tolls  upon  vessels 
of  war.  The  actual  displacement  of  a  vessel  varies  according  to  the  size  of  the  ship  and  the 
weight  of  what  it  carries.  When  on  a  cruise  or  voyage,  its  actual  displacement  is  seldom  the 
same  as  its  light,  normal,  or  full-load  displacement. 

REASONS    FOR    BASING    WARSHIP    TOLLS    UPON    ACTUAL   DISPLACEMENT    TONNAGE. 

A  warship's  actual  displacement  at  any  given  draft  can  be  readily  determined  from  its 
displacement  scale  and  curves,  every  warship  having  among  its  papers  a  displacement  scale 
and  curves  such  as  are  reproduced  above  in  Figure  28.     Actual  displacement  of  warships  at  the 

i  Robinson.  Naval  Construction,  p.  350.  *  Attwood,  Warships,  p.  185. 

61861°— 13 8 


106  MEASUREMENT  OF   VESSELS  FOE  PANAMA  CANAL. 

time  of  applying  for  passage  through  the  canal  is  the  logical  tonnage  upon  which  to  levy  Pan- 
ama tolls.     The  reasons  for  making  that  tonnage  the  basis  may  be  summarized  as  follows: 

1.  Actual  displacement  will  not  discriminate  between  the  warships  of  different  countries 
nor  between  ships  of  different  types  and  ages  belonging  to  the  same  country.  Actual-displace- 
ment tonnage  is  not  determined  by,  nor  is  it  at  all  dependent  upon,  arbitrary  rules,  as  are  light 
and  normal  displacement  tonnages;  it  is  read  off  from  mathematical  scales  and  curves  that 
are  accurate  and  uniform  throughout  the  world. 

As  the  Chief  of  the  Bureau  of  Construction  and  Repair  of  the  Navy  Department  states 

(letter  of  Mar.  24,  1913): 

Due  to  differences  in  design  classification  as  adopted  in  different  countries  and  for  different  types  of  war  vessels, 
the  terms  light,  full-load,  and  normal  displacement  do  not  represent  fixed  and  similar  definitions  for  different  vessels. 
For  this  reason  the  bureau  believes  that  the  displacement  upon  -which  the  tolls  are  based  should  be  the  actual  dis- 
placement of  the  vessel  at  the  time  of  its  application  for  passage  through  the  canal. 

The  requirement  of  the  Hay-Pauncefote  treaty  that  vessels  of  all  nations  shall  be  given 
equality  of  treatment  makes  unwise  the  adoption  of  either  light  or  normal  displacement  as  the 
basis  for  Panama  tolls,  but,  quite  aside  from  the  obligations  arising  from  the  treaty,  it  is  desirable 
that  the  United  States  should  treat  the  vessels  of  all  nations  with  equality. 

2.  For  administrative  and  other  reasons  it  would  be  inadvisable  to  levy  warship  or  other 
tolls  upon  a  toimage  determined  by  the  several  national  rules.  The  United  States  should  adhere 
to  the  principle  of  determining  the  tonnage  upon  which  tolls  shall  be  paid,  instead  of  accepting 
the  tonnage  stated  in  national  papers  or  documents.  A  vessel's  light,  normal,  or  full-load  dis- 
placement is  determined  by  rules  formulated  and  applied  by  foreign  countries,  whereas  actual 
displacement  tonnage  would  be  ascertained  by  the  Panama  Canal  authorities. 

3.  Tolls  upon  the  tonnage  of  actual  displacement  will  be  charges  on  the  weight  of  the  war- 
ships under  conditions  of  actual  service.  Instead  of  requiring  the  vessel  to  pay  tolls  upon  an 
arbitrary  tonnage,  it  will  be  required  to  pay  charges  upon  its  actual  weight  at  the  time  it  is 
making  a  voyage  that  takes  it  through  the  canal. 

4.  The  levy  of  Panama  tolls  upon  the  actual  displacement  of  warships  will  minimize  ad- 
ministrative difficulties.  The  tonnage  being  readily  ascertained  from  the  ship's  displacement 
scale  and  curves,  no  code  of  rules  will  be  needed  to  check  up  the  accuracy  of  the  light,  normal, 
or  full-load  lines,  or  of  the  tonnages  as  fixed  and  determined  by  the  various  national  rules  of 
the  several  countries.  No  quibbles  can  arise  as  to  the  inclusion  or  exclusion  of  certain  weights. 
Nor  will  it  be  necessary  for  warships  to  carry  special  certificates  showing  their  hght,  normal,  or 
full-load  displacements  calculated  according  to  rules  prescribed  by  the  Panama  Canal  authori- 
ties. Neither  will  warships  using  the  Panama  Canal  have  to  be  specially  measured,  as  is  the 
case  with  vessels  passing  through  the  Suez  Canal.  The  commander  of  a  warship  upon  applying 
for  passage  through  the  Panama  Canal  will  need  merely  to  present  his  vessel's  official  displace- 
ment scale  and  curves,  and  the  tonnage  upon  which  tolls  are  payable  can  be  determined  without 
delaying  the  ship. 

For  the  reasons  set  forth  in  this  chapter,  it  is  recommended  that  the  Panama  tolls  imposed 
upon  warships  by  the  President's  proclamation  of  November  13,  1912,  be  levied  upon  the  ton- 
nage of  actual  displacement  of  the  vessels  at  the  time  they  apply  for  passage  through  the  canal. 
Provisions  for  giving  effect  to  this  recommendation  are  included  in  the  Panama  Measurement 
Rules  embodied  in  this  report. 


CHAPTER   VII. 


NET  TONNAGE  THE   BASIS    OF  TOLLS 
ON  MERCHANT  SHIPS. 

107 


CHAPTER   VII. 


NET  TONNAGE  THE  BASIS  OF  TOLLS  ON  MERCHANT  SHIPS. 

The  report  upon  Panama  Canal  Traffic  and  Tolls,  submitted  in  August,  1912,  recommended 
that  the  charges  upon  merchant  vessels  should  be  levied  upon  net  tonnage,  and  the  President's 
proclamation  of  November  13,  1912,  made  the  charges  "on  merchant  vessels  carrying  passen- 
gers or  cargo  $1.20  per  net  vessel  ton — each  100  cubic  feet — of  actual  earning  capacity,"  with 
the  proviso  that  vessels  hi  ballast  without  passengers  or  cargo  should  pay  tolls  40  per  cent  less 
than  were  charged  loaded  vessels.  The  proclamation  also  stipulated  that  tolls  of  $1.20  per 
net  ton  should  be  paid  by  Army  and  Navy  transports,  colliers,  hospital  ships,  and  supply  ships. 
Upon  naval  vessels,  other  than  transports,  colliers,  hospital  ships,  and  supply  ships,  tolls  were 
fixed  at  50  cents  per  displacement  ton. 

In  selecting  a  basis  of  canal  charges  upon  vessels  of  commerce  the  choice  lay  between  dis- 
placement, dead-weight,  cargo,  net,  and  gross  tonnages.  Each  of  these  tonnages  was  briefly 
denned  and  explained  in  the  report  upon  Panama  Canal  Traffic  and  Tolls,  and  thejT  are  discussed 
critically  and  in  detail  in  Chapters  III,  IV,  and  V  of  this  report.  The  data  presented  in  those 
chapters  make  clear  the  factors  involved  in  selecting  any  one  of  these  five  different  kinds  of 
tonnage  as  the  basis  upon  which  Panama  tolls  shall  be  levied. 

It  is  especially  important  that  the  charges  for  the  use  of  the  Panama  Canal  shall  be  hi 
accordance  with  sound  principles,  that  the  tonnage  upon  which  the  tolls  are  paid  shall  be  fair 
both  to  the  owners  of  ships  and  to  the  United  States  Government  as  the  owner  and  manager 
of  the  canal,  and  that  the  measurement  rules  employed  hi  determining  the  tonnage  shall  be 
specific,  exact,  and  capable  of  being  easily  administered.  Moreover,  the  rules  should,  if  possi- 
ble, be  so  formulated  as  not  to  require  frequent  change;  for  it  will  be  to  the  advantage  of  ship- 
ping and  will  make  the  administration  and  operation  of  the  canal  easier  if  the  measurement 
and  tonnage  rules  can  be  made  permanent  by  being  so  formulated  as  to  be  applicable  with 
equal  fairness  to  vessels  as  they  are  changed  in  type  and  design  by  the  future  progress  of  marine 
architecture.       » 

The  experience  of  the  Suez  Canal  Co.,  an  account  of  which  is  given  in  Chapters  IX,  XI,  and 
XII,  and  Appendix  XI  of  this  report,  hi  securing  satisfactory  tonnage  rules  and  in  maintaining 
and  administering  the  rules  that  have  been  in  force  since  1873,  illustrates  the  administrative 
difficulties  to  which  measurement  rules  may  give  rise.  Likewise,  the  efforts  of  the  British 
Board  of  Trade; — largely  unsuccessful — to  bring  about  the  adoption  of  scientific  rules  for  the 
determination  of  gross  and  net  tonnage,  shows  the  importance  of  seeking  to  base  the  Panama 
rules  upon  sound  and  permanent  principles  and  of  endeavoring  so  to  frame  the  rules  that  they 
will  apply  with  relative,  if  not  complete,  fairness  and  accuracy  to  vessels  of  widely  variant  types. 

The  general  principle  laid  down  in  the  President's  proclamation  is  that  the  Panama  tolls 
upon  vessels  of  commerce  shall  be  levied  upon  actual  capacity,  upon  the  space  available  for 
passengers  and  cargo.  This  bases  Panama  tolls  upon  net  tonnage  and  requires  the  rules  for 
the  measurement  of  vessels  and  for  the  calculation  of  tonnage  to  be  such  that  net  tonnage  will 
be  an  exact  expression  of  the  space  that  may  be  used  to  accommodate  passengers  or  to  stow  cargo. 
In  drafting  the  rules  this  principle  has  been  adhered  to  and  an  effort  has  been  made  so  to  frame 
the  rules  that  they  will  apply  with  accuracy  to  different  classes  and  types  of  commercial  vessels. 

SPECIAL  PRINCIPLES  TO   BE   OBSERVED  IN   DETERMINING  THE  TONNAGE   BASIS  OF  PANAMA    TOLLS. 

Vessels  being  of  many  types,  each  of  which  may  vary  in  design  with  reference,  to  different 
classes  of  service,  special  care  must  be  taken  in  formulating  a  general  set  or  code  of  measure- 
ment and  tonnage  rules,  so  to  frame  the  rules  that  they  will,  if  possible,  apply  with  approximate 

109 


110  i  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

fairness  to  the  several  kinds  of  ships.  It  is  desirable  not  only  to  adhere  to  the  general  and  major 
principle  that  tolls  should  be  based  upon  a  tonnage  that  accurately  expresses  earning  capacity, 
but  also  to  frame  the  rules  so  as  to  meet  several  additional  requirements  and  conditions.  Some 
of  these  requirements  have  been  referred  to  in  the  preceding  paragraphs  and  are  considered  in 
other  parts  of  this  report.  It  will  be  well,  however,  to  state  them  in  order  and  to  call  attention 
to  the  significance  of  each  of  them : 

1.  It  is  essential,  first  of  all,  that  there  shall  be  one  definite  set  of  measurement  rules 
applied  to  the  vessels  of  all  nationalities.  If  all  countries  had  the  same  measurement  rules  and 
net  tonnage  had  the  same  significance  whatever  the  nationality  of  the  vessel,  it  would  not  be 
absolutely  necessary  to  have  a  special  set  of  rules  for  the  measurement  of  vessels  using  the 
Panama  Canal.  However,  tonnage  (both  gross  and  net)  has  different  meanings  in  different 
conntries,  and  the  registered  tonnage  of  vessels,  as  stated  in  their  certificates  of  national 
registry,  could  not  be  made  the  basis  of  tolls  without  discriminating  unfairly  against  those 
countries  whose  measurement  rules  make  the  net  tonnage  of  their  vessels  relatively  large.  The 
commercial  treaties  of  the  United  States  with  the  leading  nations  of  the  world  would  be  vio- 
lated by  international  discriminations  in  charges  for  the  use  of  the  Panama  Canal.  Moreover, 
the  Hay-Pauncefote  treaty  between  the  United  States  and  Great  Britain  specifically  provides 
that  there  shall  be  no  discrimination  in  respect  of  the  conditions  of  or  charges  for  the  use  of  the 
Panama  Canal.  If  there  were  no  treaties,  it  would  unquestionably  be  the  policy  of  the  United 
States  to  treat  the  vessels  of  all  nations  equally  as  regards  Panama  tolls. 

2.  The  tonnage  upon  which  the  tolls  are  collected  should  be  high  enough  to  enable  the 
United  States  to  secure  from  the  Panama  Canal  the  revenue  to  which  the  Government  is 
entitled.  A  reasonable  rate  of  tolls  has  been  fixed  by  the  President's  proclamation,  which 
stipulates  that  the  tonnage  upon  which  tolls  shall  be  paid  shall  be  equal  to  earning  capacity 
in  the  case  of  merchant  vessels.  It  would  be  improper  for  the  United  States  Government 
to  make  the  tonnage  larger  than  the  earning  capacity  of  merchant  vessels,  and  if  net  tonnage 
is  made  the  basis  of  the  charges,  it  would  be  unwise  to  levy  tolls  upon  a  tonnage  that  was 
appreciably  lower  than  earning  capacity.  National  registry  rules  that  make  net  tonnage  low 
for  the  purpose  of  aiding  the  national  marine  may  possibly  be  justified,  although  it  would  be 
better  if  the  measurement  rules  of  all  nations  were  such  as  to  make  the  net  tonnage  of  ships 
the  world  over  an  exact  expression  of  earning  capacity,  and  gross  tonnage  the  equivalent  of  the 
entire  closed-in  capacity  of  vessels.  Of  course,  if  gross  tonnage  were  made  the  basis  of  Panama 
charges,  it  would  be  logical  to  make  the  rate  of  tolls  as  much  lower  than  a  rate  based  upon  net 
tonnage  as  gross  tonnage  is  greater  than  the  earning  capacity,  or  net  tonnage. 

3.  The  measurement  of  vessels  to  determine  the  tonnage  upon  which  Panama  tolls  shall 
be  paid  must  not  hamper  nor  needlessly  burden  international  and  intercoastal  commerce.  The 
owners  of  vessels  must  not  be  put  to  unnecessary  expense  in  securing  Panama  tonnage  certifi- 
cates. The  rules  incorporated  in  this  report  differ  from  any  of  the  national  rules  and  from 
those  of  the  Suez  Canal  Co.,  but  vessels  may  have  their  tonnage  determined  in  accordance 
with  the  Panama  rules  by  the  admeasurers  not  only  at  American  but  at  foreign  ports  at  the 
time  vessels  are  put  into  service  or  when  they  are  at  their  home  port  preparing  for  a  voyage 
that  will  take  the  vessel  through  the  Panama  Canal.  It  will  seldom  be  necessary  to  measure 
vessels  at  the  canal,  and  although  the  determination  of  the  Panama  Canal  tonnage  will  require 
careful  calculation  by  official  admeasurers,  there  should  be  little  expense  to  the  owners  of  vessels, 
and  the  passage  through  the  canal  need  not  be  delayed  by  the  determination  of  the  tonnage 
upon  which  the  tolls  are  to  be  paid. 

4.  The  administration  of  the  Panama  measurement  rules  should  be  easy  and  simple. 
If  the  rules  shall  prove  to  be  so  exact  and  specific  as  to  be  applied  and  interpreted  in  the  same 
way  by  admeasurers  in  different  coiintries,  the  officials  at  the  canal  charged  with  the  collection 
of  tolls  will  merely  need  to  check  up  in  a  general  way  the  figures  contained  in  the  tonnage 
certificates.  There  will  be  no  need  for  measuring  vessels  that  arrive  at  the  canal  with  Panama 
tonnage  certificates.  Only  a  small  force  of  admeasurers  wall  be  required  at  the  canal,  and  the 
administration  of  the  rules  as  formulated  will  be  simple  and  inexpensive. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  Ill 

5.  It  is  desirable  that  the  measurement  rules  should  be  as  permanent  as  possible. 
Frequent  changes  are  to  be  avoided  and  should  be  unnecessary.  Accordingly,  the  rules  should  be 
so  framed  as  to  apply  satisfactorily  to  the  various  types  of  ships  that  are  now  in  service  or 
that  may  be  constructed  in  the  future.  It  is  hardly  to  be  expected  that  radical  modifications  in 
ship  designs  -wall  not  call  for  some  changes  in  the  Panama  measurement  rales  in  order  to  main- 
tain the  principle  of  charging  tolls  upon  actual  cargo  and  passenger  capacity,  but  if  the  rales, 
at  the  start,  are  based  upon  the  principle  of  including  within  gross  tonnage  the  entire  closed-in 
capacity  of  merchant  vessels  and  of  including  in  net  tonnage  the  actual  earning  capacity, 
and  if  the  rales  are  made  both  general  in  phraseology  and  specific  in  their  application  to  spaces, 
changes  in  the  design  of  vessels  ought  to  require  only  infrequent  and  slight  amendments  to 
the  rales.  Of  course,  any  desired  increase  or  decrease  in  the  revenues  from  the  canal  will  be 
made  by  raising  or  lowering  the  rates  of  toll,  and  not  by  changing  the  measurement  rales  for 
the  purpose  of  adding  to  or  lessening  the  tonnage  upon  which  the  charges  are  payable. 

6.  The  rules  adopted  for  the  determination  of  the  tonnage  upon  which  Panama  tolls  are 
paid  should  treat  vessels  of  different  types  of  construction  as  fairly  as  possible.  Discriminations 
between  vessels  should  be  reduced  to  a  minimum  and  each  ship  should  bear  its  fair  share  of  the 
total  amount  collected  from  vessels  using  the  canal.  In  Chapter  II  of  this  report  the  main 
classes  of  freight  vessels  are  briefly  described  and  illustrated  by  profiles  and  cross  sections. 
There  is  such  great  variation  in  coefficients  of  fineness,  in  engine  design  and  power,  in  super- 
structures, and  in  the  general  design  of  vessels  as  a  whole,  that  Panama  tolls  can  be  made  approxi- 
mately fair  as  between  different  vessels  only  by  adhering  closely  to  rules  based  upon  accurate 
general  principles. 

7.  The  tonnage  selected  for  the  basis  of  Panama  tolls  and  the  rules  adopted  for  the  measure- 
ment of  vessels  ought  not  to  place  any  restrictions  upon  the  size  of  spaces  set  aside  for  the 
accommodation  of  the  crew,  nor  in  any  way  to  limit  provisions  that  may  be  made  to  increase 
the  safety  and  comfort  of  crew  and  passengers.  The  laws  of  most  nations  stipulate  the  mini- 
mum spaces  that  shall  be  allowed  for  the  accommodation  of  the  crew.  The  laws  of  some  nations 
are  more  considerate  of  the  comfort  of  the  crews  of  vessels  than  are  the  laws  of  other  countries, 
and  many  ships  are  so  constructed  as  to  provide  much  more  than  the  minimum  crew  spaces. 
Whatever  spaces  are  set  aside  for  the  use  of  the  crew  ought  to  be  deducted  from  th«  tonnage 
upon  which  tolls  are  paid.  In  so  far  as  the  Panama  rules  may  afford  an  inducement  to  owners 
of  vessels  to  increase  the  crew  spaces,  the  rules  should  be  liberal,  at  least  to  the  extent  of  exempt- 
ing such  spaces  from  tolls.  The  Suez  rules  limit  the  deductions  for  crew  spaces  and  for  naviga- 
tion purposes,  i.  e.,  all  spaces  other  than  those  deducted  for  propelling  power,  to  5  per  cent  of 
the  gross  tonnage.  Such  a  restriction  is  unwise  and  has  not  been  included  in  the  Panama  rules 
as  formulated. 

8.  The  measurement  rules  should  not  hinder  the  construction  and  use  of  the  best  types  of 
ships.  The  rules  should  not  be  such  as  to  dissuade  the  designers  and  builders  of  ships  from 
adopting  the  latest  improvements  or  from  substituting  better  and  more  economical  engines,  or 
from  introducing  any  other  changes  that  may  make  vessels  safer,  more  comfortable,  and  more 
efficient.  It  should  be  the  purpose  of  the  United  States  Government  to  levy  its  Panama  Canal 
revenues  ha  such  a  way  as  to  impose  no  check  upon  the  technical  evolution  of  ships.  If  the 
measurement  rules  include  in  the  toimage  upon  which  tolls  are  paid  only  the  spaces  actually 
available  for  passengers  and  cargo,  no  restrictions  will  be  placed  upon  the  improvement  of 
vessels.  Tolls  upon  the  gross  tonnage,  or  entire  closed-in  capacity,  of  all  vessels  would  favor 
slow  vessels  of  low  engine  power  and  maximum  cargo  capacity;  but,  as  regards  vessels  of  any 
particular  type,  tolls  upon  gross  tonnage  would  impose  no  restraint  upon  the  introduction  of 
more  efficient  engines.  Likewise,  as  has  been  pointed  out  in  Chapter  III,  tolls  upon  displace- 
ment tonnage  would  be  unfair  for  passenger  steamers  and  for  fast  freight  steamers  as  compared 
with  slow  freight  steamers.  Similarly,  tolls  upon  the  dead-weight  tonnage  of  vessels  would 
unduly  burden  slow  freight  steamers — vessels  that  will  make  lasge  use  of  the  Panama  Canal. 
Neither  gross  tonnage,  displacement,  nor  dead-weight  tonnage,  as  a  basis  for  Panama  tolls 


112  MEASUREMENT  OF  VESSELS  FOE  PANAMA  CANAL. 

would  be  as  favorable,  as  would  net  tonnage,  to  the  introduction  of  high-powered,  and  other- 
wise more  desirable,  ships  into  the  service  through  the  canal. 

9.  Unless  there  are  controlling  reasons  to  the  contrary,  the  kind  of  tonnage  upon  which 
vessels  ordinarily  pay  charges  should  be  the  basis  of  the  Panama  tolls.  As  has  been  pointed 
out,  it  would  be  desirable  to  levy  vessel  charges  upon  the  same  tonnage  in  all  ports  of  the  world 
and  at  all  canals;  but  this  is  impossible  for  the  present  and  probably  will  be  for  some  time  to 
come.  International  uniformity  in  measurement  and  tonnage  rules  has  yet  to  be  worked 
out.  In  the  meantime,  however,  it  will  be  possible  to  impose  Panama  tolls  on  the  same  general 
kind  of  tonnage — net  tonnage — that  is  made  the  basis  of  other  charges  and  taxes  on  shipping. 
Light  dues,  tonnage  taxes,  charges  for  the  use  of  ports,  docks,  and  wharves,  and  in  fact  prac- 
tically all  charges  upon  shipping,  except  for  pilotage,  whether  levied  by  Governments  or  cor- 
porations, are  based  upon  net  tonnage.  In  most  cases  the  net  tonnage  upon  which  these 
charges  are  imposed  is  that  stated  in  the  vessel's  certificate  of  registry.  It  has  been  shown 
that  it  would  be  inadvisable,  and  probably  impossible  on  account  of  our  treaty  obligations,  to 
collect  Panama  tolls  upon  the  net  tonnage  of  vessels  as  stated  in  their  several  certificates  of 
registry;  but  the  fact  that  the  charges  paid  by  shipping  the  world  over  are  imposed  upon  net 
tonnage  is  a  strong  argument  in  favor  of  making  net  tonnage,  accurately  and  uniformly  deter- 
mined for  all  shipping,  the  basis  of  Panama  tolls. 

SUMMARY  OF  REASONS  FOR  ADOPTING  NET  INSTEAD  OF  GROSS  TONNAGE  AS  THE  BASIS  OF  PANAMA 

TOLLS. 

In  deciding  what  tonnage  should  be  made  the  basis  of  Panama  tolls  upon  vessels  of  com- 
merce, the  choice  lay  between  gross  and  net  tonnage,  and  the  decision  was  in  favor  of  net  ton- 
nage. Gross  tonnage  has  some  advocates,  and  it  will  be  well  to  set  forth  briefly  the  reasons 
for  basing  the  tolls  upon  net  tonnage.  By  applying  the  foregoing  controlling  principles  or 
requirements  to  gross  and  net  tonnage,  it  will  be  seen  that  of  the  two  possible  bases  of  tolls 
net  tonnage  is  preferable. 

It  might  be  said  that  this  analysis  of  the  relative  merits  of  gross  and  net  tonnage  as  bases 
of  Panama  Canal  charges  has  been  made  unnecessary  by  the  Executive  proclamation  of  Novem- 
ber 13,  1912,  which  fixes  rates  of  toll  payable  upon  net  tonnage.  Net  tonnage  was  selected 
as  the  basis  for  canal  charges  after  careful  consideration  of  the  factors  involved;  but,  in  the 
report  upon  Panama  Canal  Traffic  and  Tolls,  the  reasons  for  recommending  that  tolls  be  levied 
upon  net  tonnage  were  but  briefly  presented,  and  a  more  complete  enumeration  of  the  reasons 
in  this  report  on  measurement  and. tonnage  rules  seems  appropriate. 

The  President's  proclamation  of  November  13,  1912,  is  based  upon  the  general  principle 
that  vessels  of  commerce  should  pay  Panama  tolls  upon  their  actual  earning  capacity — upon 
the  space  that  may  be  used  to  accommodate  passengers  or  to  stow  cargo.  This  is,  of  course, 
basing  tolls  upon  net  tonnage,  and  hi  order  to  justify  charging  canal  tolls  upon  another  basis, 
such  as  gross  tonnage — the  entire  closed-in  capacity  of  vessels — it  must  be  shown  either  that 
the  principle  of  tolls  upon  earning  capacity,  or  net  tonnage,  is  not  correct  and  controlling,  or  that 
substantially  similar  treatment  can  be  given  vessels  of  various  types  and  class  by  charging  a 
lower  rate  of  tolls  based  upon  gross  tonnage. 

The  main  arguments  favoring  gross  tonnage  are  that  it  can  be  determined  more  readdy 
than  net  tonnage,  and  that  there  can  be  no  question  or  quibble  as  to  what  spaces  shall  be  deducted 
from  the  tonnage,  because  there  will  be  no  deductions  to  make.  The  only  uncertainty  that  can 
arise  in  measuring  vessels  to  determine  their  gross  tonnage  is  as  to  what  spaces  shall  be  exempted 
from  measurement.  The  several  national  measurement  rides  now  in  force  differ  as  to  the  spaces 
exempted  from  measurement  and  admeasurers  of  different  countries,  the  United  States  and 
Great  Britain,  for  instance,  do  not  give  the  same  interpretation  to  identical  rules.  Thus,  whde 
gross  tonnage  is  more  readdy  and  definitely  determinable  than  is  net  tonnage,  the  application 
of  gross-tonnage  rules  is  not  without  difficulties,  and  gross  tonnage  is  not  necessardy  nor  indeed 
usually  a  definite  and  satisfactory  statement  of  the  closed-in  capacity  of  a  vessel. 


MEASUBEMENT   OF   VESSELS   FOE   PANAMA   CANAL.  113 

If  gross  and  net  tonnage  be  compared  with  reference  to  the  above  list  of  nine  requirements 
and  conditions  that  must  be  met  by  satisfactory  measurement  rides,  it  will  be  found  that,  in  the 
case  of  the  first  five  of  the  nine  conditions,  gross  and  net  tonnage  are  on  a  par,  net  tonnage  having 
no  marked  advantage  over  gross  as  a  basis  of  Panama  tolls  upon  vessels  of  commerce. 

1 .  The  first  essential  of  any  set  of  measurement  rules — that  there  shall  be  one  definite  set 
of  rules  applied  at  Panama  to  vessels  of  all  nationalities — would  be  met  equally  well  by  making 
either  gross  or  net  tonnage  the  basis  of  the  canal  charges.  Whichever  tonnage  is  selected  as 
the  basis,  it  will  be  necessary  to  apply  one  single  set  of  rides  to  all  ships.  It  will  not  be  possible 
to  accept  either  the  gross  or  net  tonnage  of  vessels  as  stated  in  their  certificates  of  national 
registry.  Indeed,  it  will  be  necessary,  for  reasons  that  are  set  forth  in  the  succeeding  chapter, 
to  have  a  special  set  of  Panama  rules  differing  from  any  now  in  force. 

2.  The  Government  of  the  United  States  could  secure  such  revenues  as  it  may  desire  to 
obtain  from  the  vessels  using  the  Panama  Canal  with  equal  facility  and  certainty  by  adopting 
either  gross  or  net  tonnage  as  a  basis  of  tolls.  The  one  precaution  that  would  need  to  be  taken 
would  be  to  adopt  measurement  rules  that  would  make  gross  tonnage,  if  that  were  the  basis, 
equivalent  to  the  closed-in  capacity  of  vessels,  or  rules  that  would  make  net  tonnage,  were  that 
the  basis,  an  exact  expression  of  the  earning  capacity  of  the  ships  upon  which  tolls  were  levied. 

3.  Panama  tolls  may  be  levied  either  upon  gross  or  net  tonnage  without  interfering  with 
or  burdening  the  commerce  using  the  canal.  Panama  certificates  of  gross  or  net  tonnage 
would  be  secured  by  vessels  when  constructed  or  when  at  their  home  ports,  and  the  certificates 
woidd  be  prepared  for  the  owners  of  the  vessels  by  official  admeasurers  without  trouble  and  prob- 
ably without  expense  to  the  owners  of  the  ships.  Gross  tonnage  as  well  as  net  tonnage  would 
need  to  be  checked  up  by  canal  officials  at  the  Isthmus  of  Panama  and  the  work  of  checking 
up  the  certificates  would  be  practically  the  same  whether  the  tolls  were  levied  upon  gross  or 
upon  net  tonnage. 

4.  The  work  of  administering  the  Panama  measurement  rules  would  be  practically  the 
same  if  tolls  were  levied  upon  gross  tonnage  as  they  would  be  if  the  charges  were  based  upon 

.  net  tonnage.     In  either  case  the  administrative  problem  woidd  be  easy  and  simple. 

5.  Gross-tonnage  rules  so  formulated  as  to  include  within  the  tonnage  the  entire  closed-in 
capacity  of  vessels  might  be  relatively  permanent.  They  would  possibly  require  less  frequent 
change  than  would  be  necessary  in  the  case  of  rules  for  the  determination  of  net  tonnage. 
Changes  in  the  design  of  vessels,  however,  might  require  amendments  in  the  rules  as  to  what 
spaces  shall  be  exempted  from  measurement  and  what  spaces  included  within  gross  tonnage. 

When  tested  by  the  last  four  of  the  nine  requirements,  enumerated  above,  that  must  be 
met  by  a  satisfactory  basis  for  Panama  Canal  tolls  upon  vessels  of  commerce,  it  is  found  that 
net  tonnage  is  so  much  preferable  to  gross  tonnage  as  to  make  the  adoption  of  net  tonnage 
imperative. 

6.  It  is  necessary  that  the  Panama  tolls  be  levied  without  discrimination  against  any 
important  type  of  vessels.  The  basis  of  tolls  should  be  such  as  to  treat  vessels  of  different 
classes  equitably.  For  reasons  that  have  been  stated  with  sufficient  detad  in  other  parts  of 
this  report,  it  is  clear  that  tolls  based  upon  net  tonnage,  or  the  actual  earning  capacity,  of  vessels 
of  commerce  is  the  fairest  as  between  different  types  of  ships.  Gross  tonnage,  like  displace- 
ment, takes  no  account  of  differences  in  the  construction  of  vessels  and  the  use  to  which  they 
are  put  in  actual  service.  Tolls  upon  earning  capacity  take  as  full  account  of  both  these  factors 
as  it  is  practicable  to  take. 

7.  Tolls  based  upon  net  tonnage  place  no  tax  upon  spaces  set  aside  for  the  accommodation 
of  the  crew  and  for  navigation  purposes.  It  is  true  that  the  Suez  Canal  Co.,  by  limiting  deduc- 
tions for  spaces  other  than  those  occupied  by  propelling  power  to  5  per  cent  of  the  gross  ton- 
nage of  the  vessel,  may  not  exempt  aU  crew  and  navigation  spaces.  This  5  per  cent  limit  of  the 
Suez  Canal  Co.  is,  however,  without  justification.  Rules  for  the  determination  of  net  tonnage 
should  permit  the  deduction  from  gross  tonnage  of  spaces  actually  devoted  to  the  accommoda- 
tion of  the  crew  and  of  such  spaces,  reasonable  in  extent,  as  are  needed  for  navigation  pur- 


114  MEASUREMENT  OF   VESSELS  FOR  PANAMA  CANAL. 

poses.     Tolls  based  upon   the   entire    closed-in    capacity  of  the  ship  are  an  inducement   to 
builders  and  owners  of  ships  to  restrict  crew  spaces  to  a  minimum. 

8.  Panama  tolls  upon  gross  tonnage  would  be  so  much  more  favorable  to  slow  steamers 
with  low  engine  power,  as  compared  with  faster  and  better  types  of  ships,  as  possibly  to  dissuade 
steamship  companies  from  introducing  into  their  services  through  the  canal  the  best  type  of 
ships  at  as  early  a  date  as  they  would  introduce  such  vessels  were  the  measurement  rules  such 
as  to  treat  ships  of  all  classes  with  equal  fairness.  It  is,  of  course,  desirable  that  the  Panama 
Canal  shall  always  be  used  by  the  most  modern  types  of  vessels. 

9.  The  fact  that  light  dues,  tonnage  taxes,  and  all  charges,  except  for  pilotage,  now  paid 
by  vessels  for  the  entry  and  use  of  ports,  docks,  and  wharves,  are  based  upon  net  tonnage  is  a 
strong  reason  for  charging  Panama  tolls  upon  net  rather  than  upon  gross  tonnage.  In  so  far  as 
it  is  possible  without  violating  the  general  principle  of  basing  Panama  charges  upon  the  earning 
capacity  of  vessels,  it  should  be  the  policy  of  the  United  States  to  conform  to  the  commercial 
practice  of  the  world  as  regards  charges  upon  shipping. 

CONCLUSION. 

Gross  tonnage  has  only  one  point  of  superiority  over  net  tonnage  as  a  basis  for  Panama 
tolls  and  other  charges,  and  that  is  the  fact  that  gross  tonnage  may  be  determined  somewhat 
more  simply  than  net  tonnage  can  be  calculated.  This,  however,  does  not  justify  basing 
Panama  tolls  upon  gross  tonnage.  Net  rather  than  gross  tonnage  is  to  be  recommended, 
because  (1)  tolls  based  upon  gross  tonnage  would  violate  the  fundamental  principle  that  charges 
paid  by  vessels  for  the  use  of  the  canal  should  be  based  upon  the  earning  capacity  of  ships;  (2) 
gross  tonnage  f ulfills  none  of  the  requirements  and  conditions  that  should  be  met  in  formulating 
rules  to  determine  the  tonnage  upon  which  Panama  tolls  are  to  be  paid  more  fully  than  those 
conditions  are  met  by  net  tonnage;  while  (3)  gross  tonnage  fails  to  meet  satisfactorily  at  least 
four  important  tests  that  are  met  by  net  tonnage. 


CHAPTER  VIII. 


THE  NECESSITY  FOR  SPECIAL  PANAMA 
MEASUREMENT  RULES. 

115 


CHAPTER  VIII. 


THE  NECESSITY  FOR  SPECIAL  PANAMA  MEASUREMENT  RULES. 

One  question  to  be  decided  in  recommending  rules  for  the  measurement  of  vessels  for  the 
Panama  Canal  is  whether  to  select  one  of  the  sets  of  rules  now  in  force — the  American,  the  British, 
or  the  Suez  rules — or  to  formulate  a  special  code  of  rules  to  determine  the  tonnage  upon  which 
the  Panama  tolls  shall  be  paid.  If  it  were  practicable  to  select  for  Panama  the  American,  the 
British,  or  the  Suez  measurement  rules,  it  would  be  desirable  to  do  so.  The  shipping  of  the  world 
is  already  subject  to  an  unfortunately  large  number  of  measurements,  and  the  unification  of 
existing  rules  rather  than  an  increase  in  their  number  is  needed.  If  a  special  measurement 
code  is  adopted  for  Panama,  the  reasons  should  be  clear  and  conclusive,  and  consideration  should 
also  be  given  to  the  effect  which  a  special  set  of  Panama  rules  may  have  upon  the  ultimate 
unification  of  all  measurement  and  tonnage  rules. 

GENERAL    REASONS    FOR    HAVING   A    SPECIAL    SET   OF    PANAMA    MEASUREMENT   RULES. 

In  the  preceding  chapter  and  elsewhere  in  this  report,  attention  has  been  called  to  the  fact 
that  the  necessity  of  treating  the  vessels  of  all  nations  with  entire  equality  requires  the  appli- 
cation of  the  same  measurement  and  tonnage  rules  to  all  merchant  vessels  using  the  Panama 
Canal.  It  has  also  been  pointed  out  that  the  dissimilarity  in  the  measurement  and  tonnage 
laws  of  different  countries  precludes  the  levying  of  Panama  Canal  toUs  upon  the  tonnage  of 
vessels  as  stated  in  their  certificates  of  national  registry.  The  lack  of  uniformity  hi  the  meas- 
urement rules  and  practices  of  different  countries  would,  if  tolls  were  paid  upon  the  tonnage 
stated  in  certificates  of  registry,  cause  the  United  States  to  violate  the  provisions  of  the  Hay- 
Pauncefote  treaty,  which  stipulate  that  there  shall  be  no  discrimination  among  nations  or 
their  citizens  or  subjects  in  respect  of  the  conditions  of,  or  charges  for,  the  use  of  the  Panama 
Canal.  There  must  not  only  be  one  set  of  rules  for  all  vessels,  but  the  rules  must  be  such  as  to 
be  fan  as  between  countries  and  as  between  ships  of  different  types. 

It  has  been  decided  that  Panama  tolls  shall  be  levied  upon  net  tonnage  and  that  the  net 
tonnage  upon  which  charges  are  paid  shall  accurately  express  the  earning  capacity  of  vessels. 
If  any  one  of  the  existing  sets  of  rules  is  to  be  adopted,  a  code  must  be  found  that  provides  for 
the  measurement  of  vessels  and  the  calculation  of  net  tonnage  in  such  a  maimer  as  to  make  the 
net  tonnage  closely  approximate,  if  it  does  not  exactly  equal,  the  earning  capacity  of  the  vessel. 
The  British,  German,  and  American  rules  do  not  make  net  tonnage  a  close  equivalent  of  earning 
capacity,  and  it  is  believed  that  the  Suez  rules  would  not  be  entirely  satisfactory  for  Panama. 
The  provisions  of  these  various  measurement  rules  have  been  so  fully  analyzed  in  Chapters  IV 
and  V  that  this  chapter  need  only  correlate  and  summarize  the  facts  that  make  the  adoption 
of  any  one  of  the  existing  measurement  rules  inadvisable. 

The  Suez  Canal  Co.  levies  tolls  solely  for  the  purpose  of  securing  revenues.  It  has  been 
the  pohcy  of  the  company  to  keep  its  tolls  low  enough  to  permit  the  growth  of  traffic.  Moreover 
the  tolls  and  other  charges  are  levied  upon  the  earning  capacity  of  vessels,  the  rates  of  charges 
being  adjusted  from  time  to  time  with  the  growth  of  traffic  and  revenue.  As  far  as  tolls  and 
tonnage  rules  are  concerned,  the  same  general  pohcy  may  wisely  be  followed  by  the  United 
States  Government  in  the  management  of  the  Panama  Canal.  In  the  long  run  a  canal  owned 
and  operated  by  the  Government  may  justifiably  have  lower  tolls  than  a  private  corporation 
would  charge  if  it  owned  the  same  waterway,  but  the  proper  basis  for  the  charge  would  be  the 
same  whether  the  canal  were  owned  by  a  Government  or  by  a  coqioration,  i.  e.,  the  charges, 
whatever  they  are,  should  be  levied  upon  the  earning  capacity  of  the  vessels  served  by  the 
waterway. 

117 


118  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

The  analysis  that  has  been  given  in  previous  chapters  of  the  measurement  rules  of  Great 
Britain,  Germany,  and  the  United  States  shows  that  none  of  these  national  rules  meets  the 
requirement  that  net  tonnage  shall  be  the  equivalent  of  actual  earning  capacity;  indeed,  the 
national  rules  are  purposely  framed  with  a  view  to  making  net  tonnage  low — less  than  the 
equivalent  of  the  available  cargo  and  passenger  capacity  of  vessels.  The  owners  of  British 
ships  naturally  favor  low  net  tonnage  for  vessels  under  the  British  flag.  Nearly  half  of  the 
shipping  engaged  in  international  trade  is  of  British  registry.  These,  sliips  are  required  to  pay, 
on  the  basis  of  their  net  tonnage,  light  dues  or  tonnage  taxes  and  charges  for  wharfage,  dockage, 
and,  usually,  for  towing,  not  only  in  British  ports  but  in  foreign  ports  the  world  over.  Ordi- 
narily, a  vessel  having  low  net  tonnage  will  have  less  to  pay  as  port  charges  of  various  kinds 
than  would  have  to  be  paid  if  the  vessel's  official  net  tonnage  were  higher. 

In  order  to  compete  with  Great  Britain  on  equal  terms,  Germany  and  some  other  countries 
have  framed  or  interpreted  their  laws  for  the  measurement  of  vessels  in  such  a  way  as  to  make 
the  net  tonnage  of  their  sliips  practically  equal  to  the  tonnage  which  the  same  vessels  would 
have  if  registered  in  Great  Britain.  The  measurement  laws  of  different  countries  are  unlike 
in  many  particulars  and  the  practice  of  admeasurers  is  not  uniform,  but  the  policy  of  Great 
Britain  has  a  large  influence  upon  measurement  practice.  The  result  of  this  is  that  in  Germany, 
and  in  the  case  of  most  countries,  net  tonnage  as  stated  in  certificates  of  registry  does  not 
include  all  of  the  actual  earning  capacity  of  vessels. 

The  United  States  Government  is  under  less  incentive  to  make  net  tonnage  low  than  are 
foreign  shipowners  or  the  shipping  authorities  of  foreign  countries,  for  the  reason  that  most  of 
the  shipping  under  the  American  flag  is  engaged  in  the  coastwise  trade  and  has  no  tonnage 
taxes  to  pay.  A  comparatively  small  tonnage  of  American  shipping  is  engaged  in  the  over-sea 
international  trade.  Nevertheless,  net  tonnage,  American  registry,  fails  to  include  all  of  the 
space  available  for  cargo  and  passengers.  The  deductions  for  propelling  power  is,  by  the  Ameri- 
can regulations,  made  in  accordance  with  the  percentage  rule,  32  per  cent  being  allowed  for 
engine  and  fuel  space  in  the  case  of  screw-driven  vessels  whose  engine-room  space  comes  between 
13  and  20  per  cent  of  the  gross  tonnage  of  the  vessel.  Most  freight  steamers  have  engine  rooms 
occupying  only  a  little  over  13  per  cent  of  gross  tonnage,  and  the  propelling-power  deduction 
is  frequently  from  6  to  9  per  cent  of  the  gross  tonnage  in  excess  of  the  percentage  of  gross  ton- 
nage that  would  be  deducted  if  the  allowance  were  equal  only  to  the  actual  space  occupied  by 
the  machinery  and  fuel.  Moreover,  the  American  measurement  rules,  as  has  been  pointed 
out,  contain  a  provision  that  should  long  since  have  been  repealed,  exempting  from  measure- 
ment, in  the  case  of  passenger  ships,  all  tiers  of  superstructures  except  the  lowest.  This  pro- 
vision excludes  from  gross  and  net  tonnage  the  large  spaces  included  in  the  second  and  third 
tiers  of  superstructures  regularly  found  upon  the  large  transoceanic  passenger  steamers. 

Although  the  owners  of  vessels  will  always  desire  measurement  rules  that  make  net  tomiage 
as  low  as  possible,  and  although  Governments  desirous  of  promoting  the  development  of  the 
merchant  marine  under  their  respective  flags  may  deem  it  wise  to  keep  the  registered  tonnage 
of  national  shipping  lower  than  it  would  be  if  it  accurately  expressed  the  capacity  of  vessels 
for  the  transportation  of  passengers  and  cargo,  there  are  no  special  reasons  why  the  Panama 
measurement  rules  should  make  net  tonnage  less  than  the  actual  earning  capacity  of  the  vessels 
measured.  The  charges  imposed  upon  ships  that  use  the  canal  and  the  revenue  derived  by  the 
Government  from  the  management  of  the  canal  will  be  influenced  both  by  the  rules  followed  hi 
determining  tonnage  upon  which  tolls  are  paid  and  by  the  rate  of  tolls  charged.  Of  these  two 
factors  the  measurement  rules  should  be  the  constant  and  the  rate  of  tolls  the  variable.  Net 
tonnage  should  be  an  accurate,  expression  of  the  earning  capacity  of  vessels.  The  rate  of  tolls 
can  be  made  as  high  or  as  low  as  may  be  deemed  wise,  and  the  rate  of  charges  can  be,  and  ought 
to  be,  changed  from  tune  to  time  with  reference  to  the  growth  of  traffic  and  revenue.  If  it  be 
desired  to  try  to  promote  the  commerce  of  the  world  by  keeping  the  canal  revenues  at  a  low 
figure,  it  will  be  necessary  merely  to  adjust  the  rate  of  tolls  accordingly.  The  tomiage  upon 
which  the  charges  are  imposed  can  be  kept  equal  to  the  earning  capacity  of  vessels 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  119 

Whatever  tonnage  rules  are  enforced  at  Panama,  they  must  apply  to  all  vessels  using  the 
canal,  American  as  well  as  foreign.  It  would  not  be  permissible,  even  if  it  were  desirable,  to 
have  one  set  of  rules  giving  ships  under  the  flag  of  the  United  States  a  low  net  tonnage  and 
another  set  of  rules  giving  foreign  vessels  a  higher  tonnage.  Its  treaties  and  its  traditions 
require  the  United  States  to  treat  the  vessels  of  all  nations  with  entire  equality.  Thus  nothing  is 
to  be  gained  for  the  owners  of  American  ships  by  making  the  tonnage  of  vessels  upon  which 
canal  charges  are  levied  less  than  the  equivalent  of  the  earning  capacity  of  ships,  nor  would  low 
net  tonnage  for  all  ships,  American  and  foreign,  at  Panama  in  any  way  affect  the  charges  payable 
by  American-owned  ships  at  foreign  ports.  The  charges  payable  by  vessels  at  the  ports  of  the 
world  are,  with  few  exceptions,  based  upon  the  registered  tonnage  of  the  vessels. 

OBJECTIONS  TO  ADOPTING  THE  BRITISH  OR  GERMAN  MEASUREMENT  RULES  FOR  THE  PANAMA  CANAL. 

It  is  to  be  regretted  that  the  British  measurement  rules  are  not  such  as  to  give  the  ships 
measured  by  those  rules  a  net  tonnage  closely  corresponding  to  the  earning  capacity  of  vessels. 
Nearly  half  of  the  shipping  of  the  world  engaged  in  international  trade  has  British  registry, 
and  the  measurement  rules  of  Germany,  and  to  a  less  extent  of  some  other  countries,  are  so 
interpreted  by  national  admeasurers  as  to  give  vessels  registered  in  Germany  and  elsewhere  a  net 
tonnage  roughly  corresponding  to  the  tonnage  vessels  would  have  if  registered  in  Great  Britain. 
Because  of  international  competition,  the  British  precedent  as  to  measurement  has  a  large 
influence  in  other  countries,  but  the  rules  of  different  countries  are  not  uniform,  and  may  be 
interpreted  by  national  admeasurers  with  a  view  to  lightening  the  burdens  of  the  owners  of 
ships.  The  lack  of  uniformity  in  international  rules,  the  tendency  on  the  part  of  national 
admeasurers  to  interpret  rules  in  such  a  way  as  to  aid  the  shipping  of  their  particular  countries, 
and,  most  of  all,  the  fact  that  the  British  and  other  national  measurement  rules  fail  to  make 
net  tonnage  an  exact  expression  of  the  passenger  and  cargo  capacity  of  vessels,  are  the  general 
reasons  which  make  necessary  special  Panama  measurement  rules. 

The  specific  objections  to  adopting  the  present  British  or  German  measurement  rules 
for  the  determination  of  the  tonnage  upon  which  Panama  Canal  tolls  shall  be  paid  may  be 
stated  in  summary  form  as  follows: 

1.  The  British  and  German  rules  exempt  from  measurement  large  spaces  under  the  so- 
called  shelter  deck — spaces  which  in  actual  practice  are  used  regularly  for  the  stowage  of 
cargo.  The  shelter  deck,  it  will  be  recalled,  is  the  uppermost  full-length  deck  provided  with 
one  or  more  "tonnage  openings,"  which,  while  technically  permanent  openings,  are  in  reality 
capable  of  being  temporarily  so  closed  as  to  keep  out  the  sea.  By  no  means  all  vessels  have  a 
shelter  deck,  but  the  large  freight  steamers  for  the  transportation  of  general  cargo  are  now 
usually  of  the  shelter  deck  type.  If  the  Panama  rules  were  made  the  same  as  the  British,  as 
regards  the  treatment  of  shelter  deck  spaces,  the  vessels  of  different  types  would  be  treated 
unfairly  and  the  United  States  Government  would  lose  a  part  of  the  canal  revenues  to  which 
it  would  be  justly  entitled. 

2.  The  British,  and  likewise  the  German,  measurement  rules  may  cause  admeasurers  to 
exempt  relatively  large  spaces  in  inclosed  superstructures — spaces  available  for  cargo  or  pas- 
sengers— because  of  the  lenient  or  loose  interpretation  given  to  the  phrase  "permanent  closed-in 
spaces  on  the  upper  deck  available  for  cargo  or  stores,  or  for  the  berthing  or  accommodation 
of  passengers  or  crew."  British  and  German  admeasurers  may  exempt  large  bridge  spaces 
which  under  the  American  and  Suez  rules  are  properly  regarded  as  closed-in.  These  different 
definitions  of  closed-in  spaces  result  in  discriminations  among  vessels  of  different  types  and 
make  the  net  tonnage  of  registry  less  than  real  net  tonnage.  The  British  and  German  practice, 
past  as  well  as  present,  regarding  the  exemption  of  spaces  under  shelter  decks  and  within  super- 
structures generally  is  fully  discussed  in  Chapter  XL 

3.  The  Board  of  Trade  percentage  ride  regarding  deductions  for  propelling-power  and  fuel 
spaces,  the  rule  which  is  applied  in  Great  Britain,  Germany,  and  also  in  the  United  States, 
discriminates  largely  in  favor  of  vessels  of  low  speed  and  power,  and  also  deducts  from  gross 


120  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

tonnage  more  space  than  is  actually  occupied  by  machinery  and  fuel.  This  percentage  ride 
makes  net  tonnage  for  the  majority  of  vessels  appreciably  less  than  their  earning  capacity.  In 
Chapter  IX  will  be  found  a  full  discussion  of  the  origin  of  the  percentage  rule,  of  the  efforts 
that  have  been  made  by  the  British  Board  of  Trade  to  change  the  rule,  and  of  the  reasons  why 
it  is  not  deemed  advisable  to  apply  this  rule  at  Panama. 

4.  The  measurement  rules  of  Great  Britain  and  Germany,  as  applied  to  most  ships,  exempt 
large  spaces  that  should  be  included  in  measurement,  and  thus  make  gross  as  well  as  net  tonnage 
unduly  low.  The  tolls  at  Panama  are  to  be  based  upon  net  tonnage,  but  it  is  none  the  less 
important  that  the  measurement  rules  should  be  such  as  to  include  in  gross  tonnage  the  entire 
closed-in  capacity  of  the  vessel.  Spaces  exempted  from  gross  tonnage  are  thereby  excluded 
from  net  tonnage,  and  unless  gross  tonnage  includes  the  entire  closed-in  capacity  of  vessels, 
the  net  tonnage  is  almost  sure  to  be  an  incorrect  expression  of  earning  capacity.  The  British 
and  German  rules  are  such  as  to  exclude  from  gross  tonnage  not  only  spaces  under  a  "shelter 
deck"  fitted  with  a  "tonnage  opening"  and  spaces  within  superstructures  provided  with 
openings  which  make  the  spaces  inclosed  come  within  the  technical  definition  of  "open  spaces," 
but  the  British  and  German  rules  also  exempt  numerous  structures  above  the  upper  deck  used 
for  the  navigation  of  the  ship.  The  logical  procedure,  and  the  only  one  by  which  an  acciuate 
net  tonnage  can  be  calculated,  is  to  include  in  gross  tonnage  the  entire  closed-in  capacity  of  a 
vessel  and  to  deduct  therefrom,  in  calculating  net  tonnage,  such  navigation  and  other  spaces 
as  are  not  avadable  for  the  accommodation  of  passengers  or  for  the  stowage  of  cargo. 

5.  The  measurement  rides  of  Germany  exempt  deck  cargo  from  measurement,  and  thus 
exclude  from  the  net  tonnage  upon  which  vessels  pay  charges  large  spaces  used  for  carrying 
cargo  and  for  earning  freight  revenue.  Under  the  rules  of  Great  Britain,  deck  loads  are  measured 
and  the  tonnage  of  the  space  occupied  by  deck  cargo  is  added  to  the  tonnage  upon  which  light 
dues  are  paid.  The  objection  to  the  British  practice,  however,  is  that  cargo  carried  under  a 
so-called  "shelter  deck"  provided  with  a  "tonnage  opening"  is  treated  as  deck  cargo  and 
only  such  portion  of  the  entire  space  under  the  "shelter  deck"  is  measured  as  is  actually  occupied 
by  the  "deck"  cargo.  The  practice  of  treating  as  deck  loads  the  cargo  carried  under  the  "shelter 
deck"  goes  far  to  explain  why  the  measurement  rules  of  Great  Britain  are  not  so  amended  as 
to  include  within  gross  and  net  tonnage  the  spaces  under  the  "shelter  deck" — spaces  which  are 
quite  regularly  used  for  the  stowage  of  dry  as  well  as  "wet"  cargo. 

OBJECTIONS    TO    ADOPTING    THE    EXISTING    AMERICAN    MEASUREMENT    RULES    FOR    THE    PANAMA 

CANAL. 

The  measurement  rules  of  the  United  States  give  freight  vessels  and  some  passenger  ships 
of  American  registry  a  larger  gross  and  net  tonnage  than  the  same  vessels  would  ordinarily 
have  if  registered  in  Great  Britain  or  Germany,  but  the  net  tonnage  of  American  vessels  is  in 
many  cases  less  than  the  actual  cargo  and  passenger  capacity  of  the  ship;  and  the  rules  are 
such  as  to  discriminate  largely  between  different  types  of  vessels.  The  reasons  why  it  would 
not  be  advisable  to  determine  the  tonnage  upon  which  Panama  tolls  shall  be  paid  by  applying 
the  American  rules  to  the  measurement  of  vessels  using  the  canal  may  be  briefly  summarized 
as  follows: 

1.  The  provisions  of  the  American  rules  winch  exempt  from  measurement  the  portions  of 
a  ship  "used  for  cabins  or  staterooms  and  constructed  entirely  above  the  first  deck,  winch  is 
not  a  deck  to  the  hull,"  would,  if  apphed  at  Panama,  unjustifiably  exclude  from  the  tonnage 
upon  which  tolls  are  paid  relatively  large  spaces  upon  most  steamers  having  passenger  accom- 
modations. Passenger  steamers  with  more  than  one  tier  of  passenger  accommodations  would 
be  unduly  favored  as  compared  with  other  passenger  vessels  and  with  freight  steamers.  The 
exemption  from  measurement  of  the  cabins  and  staterooms  in  the  superstructures  above  the 
first  tier  is  a  defect  in  our  tonnage  rules  that  ought  to  be  cured  by  the  amendment  of  our  navi- 
gation laws.  The  inclusion  of  such  a  provision  in  the  Panama  measurement  rules  would  be 
inexcusable. 


MEASUREMENT   OF   VESSELS  FOB  PANAMA  CANAL.  121 

2.  The  deductions  for  propelling-power  and  fuel  spaces  under  the  American  rules  have, 
since  1895,  been  practically  the  same  as  the  deductions  made  in  Great  Britain  and  Germany. 
The  Board  of  Trade  percentage  rule  is  followed,  and  the  deductions  made  thereby  cause  the  net 
tonnage  of  most  vessels  to  be  less  than  their  earning  capacity. 

3.  The  gross  tonnage  of  vessels,  as  determined  by  the  American  rules,  does  not  include  the 
entire  closed-in  capacity  of  vessels,  because  of  the  exemption  of  cabins  and  staterooms  situated 
"above  the  first  deck  which  is  not  a  deck  to  the  hull,"  and  because  of  the  exemption  from 
measurement  of  various  navigation  spaces  located  above  the  upper  deck.  The  navigation 
spaces  exempted  under  the  American  rules  are  designated  and  described  in  Chapters  IV  and  XL 

4.  The  American  rules  exempt  deck  loads  from  measurement.  In  certain  kinds  of  coast- 
wise traffic  the  owners  of  vessels  are  tempted  to  put  such  large  deck  loads  upon  vessels  as  to 
endanger  the  safety  of  the  ship  and  thus  to  place  the  hves  of  the  crew  in  peril.  To  exempt  the 
space  occupied  by  deck  cargo  from  the  payment  of  Panama  toUs  would  further  strengthen  the 
tendency  to  make  vessels  top-heavy.  Deck  cargoes  need  to  be  regulated  by  law,  and  there  are 
special  reasons  why  the  spaces  occupied  by  such  cargo  should  not  be  exempted  from  canal  tolls 
and  other  charges  payable  by  vessels. 

SPECIAL    LEGAL    AND    POLITICAL    REASONS    AGAINST   ADOPTING   ANY    ONE    OF    THE    CODES    OF 
NATIONAL    MEASUREMENT    RULES    FOR    THE    PANAMA    CANAL. 

In  addition  to  the  above-mentioned  specific  objections  to  the  adoption  of  the  British, 
German,  or  American  rules  for  the  measurement  of  vessels  to  determine  the  tonnage  upon 
which  Panama  tolls  shall  be  paid,  there  is  a  legal  reason  calling  for  the  adoption  of  special 
Panama  measurement  rules.  The  President's  proclamation  of  November  13,  1912,  provides 
that  the  tolls  on  merchant  ships  shall  be  "$1.20  per  net  vessel  ton — each  100  cubic  feet — of 
actual  earning  capacity";  and  the  Hay-Pauncefote  treaty  further  provides  "that  there  shall  be 
no  discrimination  against  any  nation  or  its  citizens  or  subjects."  The  President's  proclamation 
makes  it  necessary  that  the  Panama  rules  shall  be  such  as  to  cause  the  tolls  to  be  paid  upon 
"actual  earning  capacity";  and  the  treaty,  by  prohibiting  any  discriminations  against  the 
citizens  or  subjects  of  any  nation,  practically  prohibits  unfair  discriminations  as  between  the 
owners  of  different  types  of  vessels. 

Of  course  it  will  be  understood  that  the  United  States  could  not  adopt  for  the  measure- 
ment of  vessels  using  the  Panama  Canal  the  national  rules  as  such  of  Great  Britain  or  any 
other  foreign  country  and  accept  for  the  payment  of  Panama  tolls  the  tonnage  stated  in 
British  or  other  national  registry  certificates.  If  the  United  States  were  to  adopt  the  British 
rules  for  Panama,  they  might  not  long  remain  the  same  as  the  existing  British  rules.  The 
present  British  measurement  laws  first  enacted  in  1854  were  amended  in  1867,  1876,  1889,  1906, 
and  1907.  In  order  to  keep  the  Panama  rules  and  those  of  Great  Britain  identical,  it  would 
probably  be  necessary  for  the  United  States  from  time  to  time  to  adopt  the  changes  made  by 
Great  Britain  in  her  rides.  If  the  United  States  were  to  adopt  the  definite  policy  of  keeping 
the  Panama  measurement  rules  the  same  as  those  prevailing  in  Great  Britain,  the  United 
States  would  thereby  give  Great  Britain  an  indirect  control  over  the  Panama  Canal  revenues. 
Naturally,  the  United  States  would  not  care  to  adopt  such  a  policy. 

REASONS  AGAINST  MAKING  THE  PANAMA  MEASUREMENT  RULES  THE  SAME  AS  THE  SUEZ  RULES. 

While  there  would  be  strong  and  controlling  reasons  against  adopting  for  the  measurement 
of  vessels  using  the  Panama  Canal  either  the  British,  German,  or  American  rides,  there  would 
be  much  less  objection  to  making  the  Panama  rules  practically  the  same  as  those  of  the  Suez 
Canal  Co.  The  adoption  of  the  Suez  rules  at  Panama  and  the  acceptance  of  Suez  tonnage 
certificates  at  Panama  and  of  Panama  certificates  at  the  Suez  Canal,  would  be  of  advantage 
to  commerce,  and,  if  practicable,  the  tonnage  rules  of  the  Suez  and  Panama  Canals  ought, 
ultimately  if  not  immediately,  to  be  made  identical.  It  would  seem  that  the  Suez  and  Panama 
measurement  rules  might,  without  great  difficulty,  be  made  substantially  the  same,  and  the 
great  desideratum  of  international  unity  in  vessel  measurement  and  tonnage  be  thus  brought 
61861°— 13 9 


122  MEASUKEMENT   OF  VESSELS  FOE  PANAMA  CANAL. 

nearer  realization.     The  Suez  and  Panama  rules  are  certain  to  have  the  following  points  in 
common: 

1.  The  Suez  rules  are  applied  to  vessels  to  determine  the  tonnage  upon  which  tolls  shall 
be  paid  for  the  use  of  an  interoceanic  canal  whose  services  to  the  world's  commerce  are  similar 
to  those  that  will  be  performed  by  the  Panama  Canal.  Measurement  and  tonnage  rules  that 
experience  has  proven  to  be  satisfactory  at  Suez  ought  to  prove  satisfactory  at  Panama. 
The  fact  that  the  Suez  Canal  is  owned  and  operated  by  a  corporation  and  that  the  Panama 
Canal  will  be  a  Government  enterprise  will  not  necessarily  affect  the  principles  that  should 
control  in  the  formulation  of  rules  for  the  determination  of  the  tonnage  upon  which  charges 
shall  be  imposed. 

2.  The  Suez  rules  are  applied  to  the  measurement  of  vessels  solely  to  determine  a  tonnage 
that  may  equitably  be  made  the  basis  of  charges  for  the  use  of  the  canal.  Unlike  the  several 
national  rules  for  the  measurement  of  vessels,  those  of  the  Suez  Canal  Co.  are  not,  and  naturally 
would  not  be,  formulated  with  a  view  to  promoting  the  shipping  of  any  one  nation  or  to  favor 
any  particular  class  of  vessels.  The  Suez  Canal  Co.  would  have  the  same  reasons  for  basing 
its  measurement  rules  upon  accurate  principles  as  the  United  States  would  have  in  deciding 
upon  the  regulations  to  be  followed  in  determining  the  tonnage  upon  which  Panama  charges 
shall  be  levied. 

3.  The  Suez  Canal  toll  is  levied  upon  the  "ton  of  capacity"  as  defined  in  1873  by  the 
International  Tonnage  Commission  that  met  in  Constantinople.  This  body,  made  up  of 
delegates  from  the  leading  commercial  nations  of  Europe,  formulated  the  Suez  Canal  Co.'s 
measurement  rules  with  a  view  to  making  gross  tonnage,  as  determined  by  those  rules,  approxi- 
mate the  closed-in  capacity  of  vessels,  and  net  tonnage  the  capacity  available  for  the  accom- 
modation of  passengers  and  the  stowage  of  cargo.  The  Suez  rules  include  within  gross  tonnage 
several  spaces  which  the  national  rules  improperly  exempt  from  measurement,  and,  with  few 
exceptions,  the  Suez  rules  exempt  only  such  spaces  as  are  not  actually  inclosed.  Moreover, 
the  Suez  rides,  as  is  fully  explained  in  Chapters  IX  and  XI,  are  more  accurate  than  any  of 
the  national  rides  as  regards  deductions  made  from  gross  tonnage  to  determine  net  tonnage. 

The  largest  single  deduction  made  from  gross  tonnage  is  the  space  allowed  for  propelling 
power  and  fuel  and  as  regards  this  deduction,  the  Suez  rules  are  much  more  accurate  than  the 
percentage  rule,  the  one  followed  in  Great  Britain,  Germany,  and  the  United  States.  The 
Suez  regulations,  as  has  been  explained,  give  the  owners  of  many  vessels — ships  that  have  fixed 
coal  bunkers — the  choice  between  having  the  propelling-power  deductions  made  according  to 
the  German  or  actual-measurement  rule  or  according  to  the  Danube  rule,  which,  in  the  case  of 
screw-propelled  vessels  provides  for  a  total  propelling-power  deduction  of  a  space  equal  to  one 
and  three-fourths  the  space  occupied  by  the  engine  room.  In  Chapter  IX  the  objections  to 
the  percentage  rule  for  propelling-power  deductions  are  discussed  at  length. 

However,  the  Suez  rules,  though  based  upon  sound  principles,  do  not  fully  realize  the  ideal 
of  making  gross  tonnage  the  equivalent  of  the  entire  closed-in  capacity  and  of  making  net  ton- 
nage synonymous  with  actual  earning  capacity.  Some  compromises  were  necessary  in  the  formu- 
lation of  rules  framed  by  a  commission  composed  of  delegates  representing  rival  commercial 
nations,  and  the  practices  then  prevailing,  especially  in  Great  Britain,  as  to  exemptions  and 
deductions  of  particular  spaces  within  vessels,  naturally  influenced  the  provisions  of  the  rules  as 
adopted. 

Moreover,  the  steamship  companies  and  navigation  interests  affected  by  the  Suez  rules 
have  from  time  to  time  sought  to  bring  about  the  amendment  of  the  rules  in  such  a  way  as  to 
reduce  the  tonnage  upon  which  tolls  are  paid.  The  amendments  made  to  the  rules  by  the  canal 
company  in  1904  were  brought  about  by  the  interested  navigation  companies. 

The  provisions  of  the  Suez  measurement  rules,  as  they  were  formulated  in  1873  and  as  the 
rules  are  to-day  after  amendment,  are  fully  analyzed  and  explained  in  other  portions  of  this 
report.  It  is  sufficient  in  this  connection  to  say  that  the  Suez  rules  as  they  stand  to-day  are 
not  entirely  logical.  They  fail,  in  several  particulars,  to  observe  the  fundamental  principles 
upon  which  the  rules  as  a  whole  are  based,  and  it  would  not  be  advisable  to  adopt,  without 


MEASUKEMENT   OF   VESSELS  FOR  PANAMA  CANAL.  123 

certain  relatively  important  changes,  the  present  Suez  rules  for  the  measurement  of  vessels  to 
determine  the  tonnage  upon  which  Panama  tolls  shall  he  paid. 

The  gross-tonnage  rules  of  the  Suez  Canal  Co.,  while  providing  for  the  measurement  of  the 
gross  capacity  of  vessels  more  completely  than  do  any  of  the  several  national  rules,  are  open  to 
criticism  as  regards  the  following  particulars: 

1.  The  Suez  rules,  as  amended  in  1904,  exempt  from  measurement  the  poop  up  to  one- 
tenth  of  the  length  of  the  vessel  and  the  forecastle  up  to  one-eighth  of  the  vessel's  length  (see 
Chap.  IV,  p.  53),  provided  the  spaces  in  the  poop  and  forecastle  are  considered  "open"  by  the 
measurement  rules  of  the  country  in  which  the  vessel  is  registered.  The  general  principles  of 
the  Suez  rules  would  provide  for  the  measurement  of  the  entire  space  within  poop  and  fore- 
castle, and  it  was,  up  to  1904,  the  practice  of  the  company  to  include  the  entire  poop  and  fore- 
castle spaces  of  all  vessels  in  gross  tonnage.  The  concession  made  in  1904  is  objectionable 
because  it  exempts  from  measurement  spaces  which  may,  in  fact,  be  available  for  cargo,  supplies, 
passengers,  or  crew.  The  rule  of  1904  is  also  to  be  criticized  because  it  makes  the  Suez  Canal 
tonnage  dependent  to  some  extent  upon  national  measurement  rules.  In  the  formulation  and 
application  of  measurement  rules,  the  principle  should  be  adhered  to  of  including  all  closed-in 
spaces  within  gross  tonnage. 

2.  The  Suez  rules  always  exempt  double  bottom  spaces  from  measurement.  Double 
bottom  spaces  should  be  exempted  when  they  are  used  or  can  be.  used  only  for  water  ballast, 
but  the  double  bottom  compartments  that  are  or  may  be  used  to  carry  fuel  or  anything  other 
than  water  ballast  should  be  measured  and  included  in  gross  tonnage.  Double  bottom  spaces 
used  for  fuel  oil,  feed  water,  or  cargo  are  a  part  of  a  vessel's  usable  contents,  and  the  several 
national  registry  rules  properly  provide  for  the  measurement  of  such  spaces. 

3.  A  third  minor  objection  to  the  Suez  gross  tonnage  rules  is  that,  as  amended  in  1904,  they 
do  not  provide  for  the  exemption  under  all  circumstances  of  the  spaces  within  the  light  and 
air  casings  and  the  spaces  framed  hi  around  the  smoke  funnels  to  the  extent  that  such  spaces 
are  located  above  the  first  tier  of  erections  above  the  upper  deck  or  an  inclosed  "shelter"  deck 
with  "tonnage  openings."  The  spaces  above  the  first  tier  of  erections  within  the  light  and  air 
casings  and  within  the  casings  surrounding  the  smoke  funnels  form  no  real  part  of  a  vessel's 
closed-in  capacity.  It  has  long  been  the  practice  in  Great  Britain,  Germany,  and  the  United 
States  to  include  within  the  engine  room  light  and  air  and  funnel  spaces  above  the  upper  deck, 
or  a  portion  of  such  spaces,  when  necessary  to  make  the  engine-room  space  more  than  13  per 
cent  of  the  entire  space  included  in  gross  tonnage.  The  privilege  thus  given  shipowners  has 
resulted  in  the  manipulation  or  juggling  of  engine-room  space  for  the  purpose  of  securing  maxi- 
mum deductions  for  propelling  power.  The  amendments  which  the  Suez  Canal  Co.  made  in  its 
rules  in  1904  permit  a  similar  practice  in  the  case  of  vessels  measured  under  the  Suez  rules. 
It  would  have  been  better  for  the  Suez  Canal  Co.  not  to  have  made  this  change  in  its  rules. 
(See  Chap.  XI,  p.  176.) 

The  net  tonnage  of  vessels  measured  by  the  Suez  rules  is  more  nearly  equivalent  to  the 
earning  capacity  of  vessels  than  is  the  net  tonnage  as  determined  by  any  of  the  national  rules; 
but,  in  the  following  particulars,  the  Suez  rules  fail  to  adhere  to  the  tonnage  principles  which 
were  adopted  by  the  International  Tonnage  Commission  of  1873,  and  which  it  is  recommended 
should  be  adhered  to  in  the  formulation  and  administration  of  the  Panama  measurement  rules: 

1 .  The  Suez  rules  arbitrarily  limit  to  5  per  cent  of  the  gross  tonnage  the  total  deductions 
that  may  be  made  for  crew  spaces  and  for  all  spaces  other  than  those  occupied  by  machinery 
and  fuel.  This  5  per  cent  limit  should  not  be  included  in  the  Panama  measurement  rules, 
because  it  puts  a  premium  upon  limiting  crew  spaces  to  the  legal  minimum.  The  Panama 
measurement  rules  should  permit  the  actual  spaces  occupied  by  the  crew  to  be  deducted  from 
gross  tonnage. 


124  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

2.  The  Suez  rules  deduct  from  gross  tonnage  the  spaces  used  for  the  working  and  naviga- 
tion of  the  ship  only  when  those  spaces  are  located  above  decks.  This  is  not  correct  in  principle. 
Whenever  such  spaces  are  not  available  for  passengers  or  cargo  they  should  be  deducted  from 
gross  tonnage  whether  located  above  or  below  deck.  They  are  obviously  not  a  part  of  the 
vessel's  net  capacity. 

3.  The  Suez  rules  do  not  deduct  water-ballast  tanks  such  as  side  or  peak  tanks.  When  such 
tanks  are  not  available  for  stowing  oil  or  cargo  they  should  be  deducted  from  gross  tonnage 
as  is  provided  for  in  the  various  national  measurement  rules.  Tanks  that  can  be  used  solely 
for  carrying  ballast  are  not  a  part  of  a  vessel's  net  capacity. 

4.  The  room  or  rooms  occupied  by  boatswain's  stores  are  not  deducted  under  the  Suez 
rules,  which  thereby  include  in  net  tonnage  certain  spaces  not  available  for  the  stowage  of  cargo 
or  for  the  accommodation  of  passengers. 

5.  Probably  for  the  reason  that  the  Suez  Canal  is  not  used  by  sailing  vessels,  the  Suez 
measurement  rules  do  not  provide  for  the  deduction  of  spaces  used  for  the  stowing  of  sails  on 
sailing  vessels.  Ordinary  sailing  vessels  will  not  use  the  Panama  Canal,  but  in  all  probability 
the  canal  will  be  used  by  a  considerable  number  of  large  sailing  vessels  equipped  with  auxiliary 
engines.  Such  vessels  are  now  used  to  some  extent.  The  Panama  rules  should  allow  deduc- 
tions to  be  made  of  spaces  occupied  by  sails  upon  sailing  vessels.  The  national  measurement 
rules  provide  for  the  deduction  of  the  actual  space  set  aside  for  the  stowage  of  sails  upon  vessels 
propelled  solely  by  sails  up  to  a  maximum  of  2i  per  cent  of  the  gross  tonnage.  The  Panama 
rules  may  well  allow  the  deduction  of  the  space  occupied  by  sails  up  to  2t  per  cent  of  the  gross 
tonnage,  in  the  case  of  vessels  propelled  wholly  by  sails. 

6.  The  Suez  rules  exempt  from  measurement  and  from  the  payment  of  canal  tolls  spaces 
occupied  by  deck  loads.  For  reasons  stated  above  the  spaces  occupied  bjr  lumber  and  other 
freight  carried  on  open  decks  should  be  regarded  as  a  part  of  a  vessel's  earning  capacity,  and 
the  volume  of  such  space  should  be  added  to  the  tonnage  upon  which  tolls  and  other  canal 
charges  are  paid.  It  should  not  be  the  policy  of  the  United  States  to  offer  a  premium  upon  deck 
cargo  by  exempting  from  tonnage  and  tolls  the  spaces  occupied  by  such  cargo. 

CONCLUSION. 

The  analysis  of  the  measurement  rules  of  Great  Britain,  Germany,  and  the  United  States 
(and,  also,  of  the  French  rules  in  Appendices  VIII  and  IX)  shows  that  the  gross  tonnage  and 
net  tonnage  of  vessels,  as  determined  by  the  navigation  laws  of  the  leading  commercial  nations, 
do  not  accurately  express  tbe  closed-in  capacity  ami  the  net,  or  earning,  capacity  of  vessels. 
Great  Britain  and,  because  of  her  action,  other  countries  have  purposely  sacrificed  accuracy  in 
order  to  make  tonnage  low,  and  thus  to  lighten  the  port  and  other  charges  paid  by  shipping. 
The  Suez  rules  are  based  upon  sound  principles  and  would  be  more  satisfactory  than  would  any 
of  the  national  rules  for  determination  of  the  tonnage  upon  which  Panama  tolls  shall  be  paid. 
If  the  Suez  Canal  Co.  should  find  it  possible  and  advisable  to  bring  about  the  modification 
of  their  measurement  rules  as  to  correct  the  defects  noted  in  this  chapter — and  most  of  the 
changes  required  would  affect  provisions  of  relatively  minor  importance — the  Panama  and 
Suez  rules  can  doubtless  be  made  identical,  and  a  long  step  can  be  taken  toward  the  goal  of 
complete  international  unification  of  tonnage  and  measurement  rules;  but  unless,  or  until,  the 
Suez  rules  can  be  so  modified  that  gross  tonnage  according  to  those  rules  will  accurately 
express  the  entire  closed-in  space  and  net  tonnage  the  net,  or  earning,  capacity  of  vessels,  it 
will  be  well  to  have  different  rules  for  the  measurement  of  vessels  to  ascertain  the  tonnage 
upon  which  Panama  tolls  shall  be  paid. 

The  Panama  measurement  rules  should  be  based  on  correct  principles  and  the  several  pro- 
visions of  the  rules  should  be  made  to  accord  as  closely  as  possible  with  those  principles.  The 
Panama  rules  should  be  accurate  to  start  with  and  should  be  permanent,  except  for  such  minor 
changes  as  may  be  required  on  account  of  the  introduction  of  new  types  of  vessels  or  new  kinds 
of  engines.  It  is  possible  that,  by  making  the  Panama  rules  correct  in  principle  and  in  detail, 
they  may,  because  of  their  accuracy,  help  bring  about  greater  unit}-  in  measurement  rules  and 
practice. 


CHAPTER    IX. 


DEDUCTIONS  FOR  PROPELLING  POWER;  HISTORY 
AND  CRITICISM  OF  RULES. 


125 


CHAPTER   IX. 


DEDUCTIONS  FOR  PROPELLING  POWER,  HISTORY  AND  CRITICISM  OF  RULES. 

I.  Introduction. 

The  rules  recommended  for  the  determination  of  the  net  tonnage  upon  which  Panama  Canal 
tolls  payable  by  vessels  of  commerce  shall  be  levied  provide  that  the  deduction  from  gross 
tonnage  to  allow  for  the  space  occupied  by  propelling  power — machinery  and  fuel — shall  be 
made  according  to  the  Suez  rule,  to  which  reference  has  been  made  in  earlier  chapters  of  this 
report.  This  is  not  the  rule  by  which  propelling-power  deductions  are  made  in  the  United 
States,  Great  Britain,  and  Germany  to  determine  the  net  registered  tonnage  of  vessels,  but  is 
a  part  of  the  Suez  Canal  Co.'s  present  regulations.  It  was  formulated  for  the  Suez  Canal  Co. 
by  the  International  Tonnage  Commission  which  met  in  Constantinople  in  1873. 

The  decision  in  favor  of  incorporating  in  the  Panama  measurement  rules  the  Suez  rule 
regarding  propelling-power  deductions  has  been  reached  after  a  careful  consideration  of  the 
principles  involved.  The  so-called  percentage  rule  by  which  propelling-power  deductions  are 
made  by  most  countries,  when  vessels  are  measured  to  determine  their  registry  tonnage,  origi- 
nated in  Great  Britain.  The  history  of  the  origin  of  the  percentage  rule  and  of  its  practical 
working  in  Great  Britain  and  other  countries  that  have  followed  the  precedent  established  by 
Great  Britain  has  also  strengthened  the  conviction  that  the  Suez  instead  of  the  percentage 
rule  regarding  propelling-power  deductions  should  be  incorporated  in  the  rules  applied  to  vessels 
to  determine  the  tonnage  upon  which  Panama  Canal  tolls  shall  be  paid. 

The  most  important  provision  of  any  code  of  tonnage  rules  is  the  one  governing  deductions 
made  to  allow  for  the  space  occupied  by  machinery  and  fuel.  The  propelling-power  deductions 
include  from  three-fourths  to  five-sixths  of  the  total  reduction  made  from  gross  to  determine 
net  tonnage.  In  Great  Britain,  the  deductions  now  made  for  crew  and  navigation  spaces  (all 
allowances  other  than  for  propelling  power  and  fuel)  amount  to  4  J  to  12  per  cent  of  the  gross 
tonnage  of  merchant  steamers.  The  total  deductions  from  gross  tonnage,  including  those  for 
propelling  power,  crew  spaces,  and  navigation  purposes,  average  39  per  cent  for  the  entire 
British  merchant  fleet.  The  Suez  Canal  Co.  limits  deductions,  other  than  for  propelling  power 
and  fuel,  to  5  per  cent  of  the  gross  tonnage,  and  this  same  rule  is  adhered  to  by  Austria- Hungary, 
Italy,  Sweden,  and  Greece.  Japan  allows  maximum  deductions  other  than  for  propelling  power 
and  fuel  amounting  to  6  per  cent  of  the  gross  tonnage.  It  is  thus  evident  that  the  amount  of 
tolls  paid  by  the  owners  of  vessels  for  the  use  of  the  canal  and  the  revenues  received  by  the 
United  States  Government  in  the  operation  of  the  canal  may  be  appreciably  affected  by  the 
ride  governing  propelling-power  deductions.  It  is  important  that  those  deductions  should  be 
fair  to  the  owners  of  ships  and  to  the  owners  of  the  canal. 

The  three  methods  by  which  propelling-power  deductions  are  determined  were  explained 
in  Chapter  V.     Those  methods  or  rules  are  as  follows: 

1.  The  percentage  method,  which  provides  for  a  deduction  of  32  per  cent  of  the  gross  tonnage 
of  screw-propelled  steamers,  the  actual  volume  of  whose  engine  room  is  above  13  and  under 
20  per  cent  of  the  space  included  in  gross  tonnage,  and  for  a  deduction  of  37  per  cent  of  the  gross 
tonnage  of  paddle-wheel  steamers,  the  actual  volume  of  whose  engine  room  is  above  20  and 
under  30  per  cent  of  the  space  included  in  gross  tonnage. 

2.  The  so-called  Danube  rule,  which  provides  for  the  deduction  of  the  actual  volume  of  the 
engine  room  increased  by  §  in  the  case  of  screw  steamers  and  of  the  actual  volume  of  the  engine 
room  increased  by  \  in  the  case  of  paddle-wheel  vessels. 

127 


128  MEASUREMENT   OF   VESSELS  FOR  PANAMA  CANAL. 

3.  The  actual  measurement  or  so-called  German  rule,  which  provides  for  the  deduction  of 
the  space  actually  occupied  by  the  engine  room  and  by  fixed  bunkers  or  oil  compartments. 

Engine  rooms  or  machinery  spaces  as  used  in  all  the  above  rules  include  the  spaces 
actually  occupied  by  and  necessary  for  the  operation  of  the  engines  and  boilers;  also  the 
space  occupied  by  the  shaft  tunnel  and  the  spaces  above  the  engine  and  boiler  rooms  required 
for  the  admission  of  light  and  air.  As  has  been  explained,  however,  the  rules  are  not  uniform 
as  to  the  portion  of  the  total  light  and  air  and  funnel  spaces  that  shall  be  included  within  engine 
and  boiler  rooms. 

But  few  countries  apply  to  all  steamships  any  one  of  the  above  methods  of  determining  the 
deductions  that  shall  be  made  for  propelling  power.  Austria-Hungary,  Sweden,  and  Belgium 
adhere  to  the  third  rule  and  allow  for  propelling  power  the  space  actually  occupied  by  machinery 
and  fuel.  The  more  general  practice  is  to  make  propelling-power  deductions  according  to  the 
British  tonnage  rules,  which  provide  for  deductions  of  32  per  cent  and  37  per  cent  in  the  case  of 
steamers  which  come  within  the  percentage  limits  above  stated.  The  British  tonnage  rules 
provide  that,  in  the  case  of  screw-propelling  steamers  whose  engine  and  boiler  rooms  occupy  13 
per  cent  or  less  or  20  per  cent  or  more,  of  the  space  included  in  gross  tonnage,  the  deductions  for 
propelling  power  shall  be  made  either  in  accordance  with  the  percentage  rule  or  the  Danube  rule, 
as  may  be  determined  by  the  Board  of  Trade  and  the  owners  of  vessels.  The  practice  is  to  make 
the  deductions  according  to  the  Danube  rule  when  the  engine  and  boiler  rooms  occupy  13  per 
cent  or  less  of  the  entire  space,  and,  also,  according  to  the  Danube  rule  when  the  machinery  spaces 
amount  to  20  per  cent  or  more  of  the  gross  tonnage.  The  British  rule  regarding  paddle-wheel 
steamers  is  the  same  as  that  concerning  screw-propelled  vessels,  except  the  Danube  rule  is 
applied  to  paddle-wheel  steamers  whose  engine  and  boiler  rooms  occupy  20  per  cent  or  less,  or  30 
per  cent  or  more,  of  the  space  included  in  gross  tonnage.  The  American  rules  do  not  give  vessel 
owners  the  option  of  the  Danube  or  percentage  rule;  when  the  space  occupied  by  the  engine 
room  is  13  per  cent  or  less  (for  paddle-wheel  steamers,  20  per  cent  or  less)  of  the  space  included 
in  gross  tonnage,  the  deduction  must  be  made  by  the  Danube  rule.  The  American  rules,  like 
those  of  Great  Britain,  give  the  shipowner  the  option  of  the  Danube  or  percentage  rule  when  the 
engine-room  space  exceeds  the  20  or  30  per  cent  limits.  Germany,  France,  Denmark,  Italy, 
the  Netherlands,  Norway,  Russia,  Japan,  and  Spain  follow  the  British  practice. 

The  Suez  regulations  (and  also  the  registiy  laws  of  Greece)  as  to  propelling-power  deductions 
combine  the  Danube  and  actual-measurement  rules.  The  propelling-power  deductions  in  the 
case  of  vessels  with  fixed  bunkers  may,  if  the  owners  of  the  vessels  prefer,  be  the  space  actually 
occupied  by  machinery  and  fuel. 

The  Suez  Canal  Co.  and  some  countries  limit  propelling  power  deductions  to  a  fixed 
maximum  percentage  of  gross  tonnage.  The  Suez  regulations  (and  also  those  of  the  Danube 
Commission,  of  Denmark,  Sweden,  Greece,  and  of  Austria-Hungary)  limit  the  deductions  to 
50  per  cent  of  the  gross  tonnage.  The  tonnage  laws  of  Great  Britain  as  amended  in  1907 
provide  that  propelling  power  deductions  shall  not  exceed  55  per  cent  of  the  gross  tonnage 
remaining  after  crew  and  navigation  spaces  have  been  deducted.  The  measurement  rules  of 
the  United  States,  Germany,  and  France  fix  no  maximum  limit  to  deductions  for  propelling 
power. 

In  the  preceding  chapters  emphasis  has  been  placed  upon  the  necessity  of  adhering  to  the 
two  general  principles  that  gross  tonnage  should  include  the  entire  closed-in  volume  of  vessels 
and  that  net  tonnage  should  accurately  express  earning  capacity — the  space  available  for 
accommodating  passengers  and  stowing  cargo.  If  net  tonnage  is  to  be  an  accurate  expression 
of  passenger  and  cargo  capacity,  the  deductions  for  propelling  power  must  at  least  approximate 
the  space  occupied  by  machinery  and  fuel.  Ships  vary  so  greatly  in  design  and  service  as  to 
complicate  the  problem  of  formulating  a  general  rule  for  propelling  power  deductions  that  will 
be  correct  in  principle  and  will  apply  with  fairness  to  vessels  which  are  equipped  with  very 
different  types  of  engines. 

It  is  usually  wise  to  act  in  the  present  and  for  the  future  with  reference  to  what  the  past 
has  taught.  The  percentage  rule  for  making  propelling  power  deductions  has  been  followed 
by  Great  Britain  since  1854.     The  Suez  Co.'s  rule  for  determining  those  deductions  has  been 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  129 

applied  by  the  company  since  1874,  the  rule  having  been  adopted  by  an  international  tonnage 
commission.  Which  rule,  in  the  light  of  experience,  shall  be  followed  in  calculating  the  tonnage 
upon  which  Panama  tolls  shall  be  paid  ?  It  is  the  purpose  of  -this  chapter  to  answer  that 
question. 

II.  The   British  Board   of  Trade   Rule   Concerning  Propelling  Power  Deductions. 

The  British  Merchant  Shipping  Act  of  1854,  in  which  the  so-called  Board  of  Trade  rule 
governing  propelling  power  deductions  first  made  its  appearance,  was  preceded  by  the  acts  of 
1819  and  1836,  each  of  which  provided  a  method  for  determining  the  deductions  to  be  madefrom 
gross  tonnage  to  allow  for  the  space  occupied  by  machinery  and  fuel.  The  act  of  1819  (59 
George  III,  chap.  5)  provided  that  the  vessel's  length  for  tonnage  computations  should  be 
considered  to  be  the  difference  between  the  length  of  the  engine  room  and  the  entire  length  of 
the  keel.  This  seems  like  providing  for  a  very  liberal  deduction  for  propelling  power,  but  it 
should  be  remembered  that  vessels  of  that  date  usually  had  but  two  or  three  decks,  and  it  is 
possible  that  this  method  of  determining  engine-room  space,  though  crude,  may  have  been 
roughly  accurate.  It  was  soon,  however,  considered  unsatisfactory  and  the  "new  measure- 
ment" law  of  1836  provided  that  the  actual  space  occupied  by  the  engine  room  as  calculated 
by  a  prescribed  formula  should  be  deducted  from  the  space  included  in  gross  tonnage.  The  act  of 
1836  provided  that  the  volume  of  the  engine  room  should  be  determined  by  multiplying  its  length, 
in  feet,  between  its  foremost  and  aftermost  bulkheads  by  the  depth  of  the  vessel  below  the 
upper  deck  at  amidships,  by  the  inside  breadth  of  the  ship  at  the  midship  division,  and  by 
dividing  the  product  of  these  three  dimensions  by  92.4.  This  formula  for  determining  the  divi- 
sions for  propelling  power  included  in  those  deductions  only  the  side  bunkers.  Any  bunkers 
forward  of  the  forward  bulkhead  or  aft  of  the  rear  bulkhead  of  the  engine  room  were  not 
included  in  the  deductions.  Transverse  bunkers  were,  however,  probably  not  a  regular  part 
of  vessels  as  they  now  are.  The  rule  of  1836  seemed  to  provide  for  the  deduction  from  gross 
tonnage  of  the  entire  underdeck  space,  between  the  forward  and  after  bulkheads  bounding  the 
engine  and  boiler  rooms,  and  this  led  to  the  construction  of  some  vessels  with  engine  and  boiler 
rooms  separate  from  each  other.  The  space  between  the  two  rooms  was  not  used  for  machin- 
ery or  fuel,  but  was  included  in  the  deductions  for  propelling  power. 

In  1849  a  royal  commission  on  tonnage  was  appointed  to  report  upon  the  entire  subject  of 
measurement  rules  and  tonnage.  This  commission  reported  the  following  year  in  favor  of 
determining  the  closed-in  capacity  of  vessels  and  also  the  space  taken  up  by  machinery  and  fuel 
by  a  system  of  external  measurements.  It  was  thus  recommended  that  the  long-established 
principle  of  determining  the  cubical  contents  of  vessels  by  internal  measurement  should  be 
superseded  by  rules  for  measuring  vessels  externally.  This  would  have  been  a  step  backward, 
and  fortunately  Parliament  did  not  not  adopt  the  recommendation  of  the  royal  commission.  It 
is  worthy  of  note  that  this  commission  was  doubtful  as  to  the  advisability  of  making  any  deduc- 
tion from  gross  tonnage  to  allow  for  the  space  occupied  by  propelling  power.  The  commis- 
sion was  evidently  influenced  by  the  contention  of  the  sailing-vessel  owners  that  the  steamship 
might  prove  a  dangerous  competitor  of  the  sailing  vessel.  In  determining  the  net  tonnage  of 
sailing  vessels,  but  small  deductions  were  made  from  gross  tonnage,  and  it  was  contended  that 
the  deductions  for  propelling  power  gave  steamers  an  undue  advantage  over  sailing  vessels. 

The  secretary  of  the  Royal  Commission  of  1849-50  was  Mr.  George  Moorsom.1  Parliament 
having  wisely  declined,  in  1850,  to  adopt  the  recommendation  of  the  Royal  Commission  providing 
for  the  external  measurement  of  vessels,  Mr.  Moorson  worked  out  what  has  ever  since  been 
known  as  the  Moorsom  system  of  measuring  the  contents  of  spaces  in  vessels.  The  Moorsom 
rules  for  determining  the  closed-in  capacity  of  vessels  were  incorporated  in  the  Merchant  Ship- 
ping Act  of  1854,  and  since  then  they  have  become  a  part  of  the  measurement  rules  of  all  coun- 
tries and  of  the  Suez  Canal  Co. 

i  Mr.  Moorsom  was  a  member  of  the  Royal  School  of  Naval  Architecture,  honorary  secretary  of  the  Royal  Commission  of  1S49,  surveyor  general 
of  tonnage  for  10  years,  member  of  Special  Committee  on  Tonnage  of  the  British  Association  for  Advancement  of  Science  in  1857,  author  of  a  book 
on  tonnage,  and  the  originator  of  Moorsom's  system  of  measurement. 


130  MEASUEEMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Moorsom's  method  of  measuring  the  closed-in  capacity  of  vessels  was  incorporated  in  the 
act  of  1854,  but  his  recommendation  as  to  deductions  for  propelling  power  was  not  adopted  and 
did  not  become  a  part  of  the  law.  Mr.  Moorsom  was  in  favor  of  continuing  to  make  propelling- 
power  deductions  according  to  the  method  provided  for  by  the  act  of  1836  with  certain  amend- 
ments and  improvements  calculated  to  provide  for  a  more  exact  measurement  of  the  spaces 
actually  occupied  by  machinery  and  fuel.  Instead  of  accepting  Mr.  Moorsom's  recommendation 
in  this  regard,  an  entirely  new  rule,  formulated  by  Admiral  Beachey,  nautical  adviser  to  the 
Board  of  Trade,  was  made  a  part  of  the  act  of  1854.  The  only  change  that  has  since  been  made 
in  the  rule  as  adopted  in  1854  has  been  to  substitute  "Board  of  Trade"  for  "Commissioners  of 
Customs,"  a  change  that  was  made  necessary  in  1872  when  the  Board  of  Trade  was  intrusted 
with  the  measurement  and  registry  of  vessels.     The  rule  adopted  in  1854  was  as  follows: 

As  regards  ships  propelled  by  paddle  wheels  in  which  the  tonnage  of  the  space  solely  occupied  by  and  necessary  for 
the  proper  working  of  the  boilers  and  machinery  is  above  20  per  cent  and  under  30  per  cent  of  the  gross  tonnage  of  ship, 
such  deduction  shall  be  0.37  of  such  gross  tonnage,  and  in  ships  propelled  by  screws,  in  which  the  tonnage  of  such  space 
is  above  13  per  cent  and  under  20  per  cent  of  such  gross  tonnage,  such  deduction  shall  be  0.32  of  such  gross  tonnage. 

As  regards  all  other  ships,  the  deduction  shall,  if  the  Commissioners  of  Customs  and  the  owner  both  agree  thereto, 
be  estimated  in  the  same  manner;  but  either  they  or  he  may,  in  their  or  his  discretion,  require  the  space  to  be  measured 
and  the  deduction  estimated  accordingly;  and  whenever  such  measurement  is  so  required  the  deduction  shall  consist 
of  the  tonnage  of  the  space  actually  occupied  by  or  required  to  be  inclosed  for  the  proper  working  of  the  boilers  and 
machinery,  with  the  addition  in  the  case  of  ships  propelled  by  paddle  wheels  of  one-half,  and  in  the  case  of  ships  pro- 
pelled by  screws  of  three-fourths  of  the  tonnage  of  such  space. 

Mr.  Moorsom's  objection  to  the  percentage  rule  for  determining  propelling  power  deductions 
is  evidenced  both  by  his  long-continued  efforts  to  have  the  law  changed  and  by  the  testimony 
of  officials  of  the  Board  of  Trade  who  were  familiar  with  the  origin  of  the  percentage  rule.  In 
1874,  Mr.  Thomas  H.  Farrer,  who  was  then  permanent  secretary  of  the  Board  of  Trade,  and 
who  had  been  connected  with  the  Board  of  Trade  since  1850,  testified  before  the  Parliamentary 
select  committee,  to  whom  the  merchant  shipping  bill  then  under  consideration  had  been 
referred,  that  the  rule  for  propelling  power  deduction  contained  in  the  act  of  1854  was  "forced 
upon  Mr.  Moorsom,"  who  "from  the  beginning  was  as  discontented  with  the  working  of  that 
rule  as  he  had  been  with  it  in  its  inception.1 

Similar  testimony  was  submitted  to  the  Royal  Commission  on  Tonnage  of  1881  by  Mr. 
Thomas  Gray,  assistant  secretary  of  the  Board  of  Trade,  who  stated  that  Mr.  Moorsom  "who 
knew  more  about  tonnage  than  anybody  living  *  *  *  was  always  violently  opposed  to  the 
allowance  for  engine  room  hi  steamships  contained  in  the  act  of  1854.  It  was  done  against  his 
advice  altogether.  It  was  settled  by  Admiral  Beachey  and  the  steamship  owners,  much  to  the 
chagrin  of  Mr.  Moorsom."  2 

The  percentage  rule  for  propelling  power  deduction  which  was  incorporated  in  the  Merchant 
Shipping  Act  of  1854  through  the  influence  of  the  owners  of  steamships,  was  apparently  intended 
to  provide  for  the  deduction  of  approximately  the  actual  space  occupied  by  machinery  and 
permanent  bunkers;  but  experience  soon  showed  that  the  allowance  for  propelling  power, 
under  the  percentage  rule,  was  greater  than  the  space  occupied  by  the  engine  and  by  both 
fixed  and  movable  bunkers.  For  many  steamers  the  percentage  rule  operated  as  a  bounty 
that  assisted  them  in  competing  with  sailing  vessels,  which  for  more  than  two  decades  after 

i  The  following  quotation  from  Mr.  Farrer's  testimony  of  1S74  is  illuminating:  "That  space  (space  occupied  by  machinery  and  coal)  was 
measured  before  1854  by  a  very  rough  rule;  it  measured  the  section  of  the  ship  at  the  extremities  of  whatever  space  or  spaces  were  occupied  by  the 
engine  room,  and  then  took  the  whole  slice  of  the  ship  between  those  two  sections;  the  consequence  was  extreme  evasions  of  the  law,  so  that  a  ship 
of  nearly  2,000  tons  would  sometimes  measure  only  300  or  400,  because,  of  course,  if  the  engine  rooms  were  placed  as  they  were,  in  order  to  evade 
the  law,  at  a  little  distance  from  one  another,  you  might  get  almost  the  whole  ship  included  in  the  section  that  was  excepted  on  account  of  engine 
space.  There  was  a  great  discussion  in  1853  as  to  how  this  should  be  remedied;  Mr.  Moorsom  himself  always  wished  to  retain  the  actual  measure- 
ment of  the  engine  room,  but  to  amend  it  and  make  it  more  accurate;  the  then  chief  nautical  adviser  to  the  Board  of  Trade,  Admiral  Beachey,  forced 
upon  Mr.  Moorsom  a  different  plan,  and  I  wish  particuialrly  to  call  attention  to  this,  because  something  has  been  said  about  the  employment  of 
civilians  in  these  matters;  Mr.  Moorsom  was  a  civilian;  he  was  a  man  who  had  given  great  attention  to  this  subject;  he  was  perfectly  impartial 
upon  it;  he  had  a  scientific  interest  in  it,  and  all  that  he  wished  was  to  make  as  accurate  a  system  as  possible;  the  consequence  of  that  was,  that, 
taking  his  advice,  we  have,  as  regards  gross  tonnage,  got  a  perfectly  good  rule,  or  at  least  so  good  a  rule  that  all  nations  are  adopting  it.  but  Admiral 
Beachey,  the  sailor,  forced  upon  Mr.  Moorsom  this  plan  of  percentage  deductions  for  engine  room,  of  which  the  committee  have  heard  so  much, 
and  into  which  I  will  not  go.  I  will  leave  the  inequalities  and  the  injustices  of  that  rule  to  be  enforced  by  others.  *  *  *  To  go  on  with  the 
history  of  the  engine  room,  I  may  say  that  Mr.  Moorsom,  from  the  beginning,  was  as  discontented  with  the  working  of  that  rule  as  he  had  been  with 
it  in  its  inception;  he  perpetually  called  the  attention  of  the  Board  of  Trade  to  the  extreme  injustices  and  inequalities  that  were  caused  by  it." 
(Report  of  Select  Committee  on  Measurement  of  Tonnage  of  1S74,  pp.  142-143.) 

2  Report  of  Royal  Commission  on  Tonnage,  1881,  p.  4. 


MEASUBEMENT    OF   VESSELS   FOE   PANAMA   CANAL.  131 

the  enactment  of  the  Merchant  Shipping  Act  of  1S54  were  the  chief  deep-sea  carriers  of  heavy 
freight.1 

The  percentage  rule  being  satisfactory  neither  to  the  Commissioners  of  Customs  nor  to  the 
Board  of  Trade,2  efforts  were  soon  made  to  have  the  act  of  1854  amended. 

The  initiative  was  taken  by  Mr.  Moorsom,  who  from  the  start  had  the  support  of  the  Com- 
missioners of  Customs.  In  1859  the  Board  of  Trade  invited  the  opinion  of  various  bodies  repre- 
senting shipping,  and  in  I860  Mr.  Moorsom,  in  a  carefully  prepared  paper,  urged  the  Board  of 
Trade  to  return  to  the  method  of  making  propelling-power  deductions  that  had  been  provided 
for  in  the  act  of  1836,  and  he  suggested  that  if  this  should  be  impossible,  that  the  so-called 
Danube  rule  should  be  applied  to  all  steamers  to  determine  propelling-power  deductions. 

No  action  having  been  taken  by  Parliament,  the  Commissioners  of  Customs  and  the  Board 
of  Trade  decided  to  act  upon  the  authority  which  they  believed  had  been  granted  them  by 
section  29  of  the  act  of  1854,  which  provided  that  — 

The  Commissioners  of  Customs  ( later  changed  to  the  Board  of  Trade )  may ,  with  the  sanction  of  the  Treasury ,  appoint 
such  persons  to  superintend  the  survey  and  admeasurement  of  ships  as  they  think  fit;  and  may,  with  the  approval  of 
the  Board  of  Trade,  make  such  regulations  for  that  purpose  as  may  be  necessary;  and  also,  with  the  like  approval,  make 
such  modifications  and  alterations  as  from  time  to  time  become  necessary  in  the  tonnage  rules  hereby  prescribed,  in 
order  to  the  more  accurate  and  uniform  application  thereof,  and  the  effectual  carrying  out  of  the  principle  of  admeas- 
urement therein  adopted. 

Acting  upon  the  theory  that  the  foregoing  grant  of  power  to  "make  such  modifications 
and  alterations  as  from  time  to  time  become  necessary  in  the  tonnage  rules''  permitted  them 
to  change  the  rules  for  propelling-power  deductions,  the  Board  of  Trade  suspended  the  percentage 
rule  and  substituted  for  it  the  rule  of  1836,  as  revised  by  Mr.  Moorsom  with  a  view  to  prevent- 
ing the  evasions  and  frauds  that  had  been  possible  under  the  original  rule  of  1836.  This  ride, 
it  will  be  remembered,  provided  for  the  deduction  from  gross  tonnage  of  the  entire  underdeck 
space  between  the  forward  and  aft  bulkheads  inclosing  the  engine  and  boiler  rooms.  Longi- 
tudinal coal  bunkers  between  the  bulkheads  bounding  the  engine  and  boiler  rooms  were  included 
in  the  space  deducted,  but  athwartship  coal  bunkers  were  not  deducted.  Mr.  Moorsom  con- 
sidered that  the  deduction  of  the  space  included  in  the  below-deck  section  of  the  ship  between 
forward  and  aft  engine  and  boiler  room  bulkheads  made  a  liberal  allowance  for  propelling  power.3 

1  A  large  shipbuilder  of  West  Hartlepool  made  the  following  statement  in  his  testimony  before  the  Royal  Commission  of  1881: 

"Do  you  know  at  all  what  led  to  these  allowances  being  made  for  steamers  originally?"  "Yes,  I  think  it  was  to  encourage  the  people  of  this 
country  to  invest  their  capital  in  steam.  There  is  a  very  large  amount  of  money  buried  in  the  engine  room,  perhaps  one-third  of  the  whole  value  of 
the  ship." 

"Do  you  still  think  that  the  steam  shipping  trade  of  this  country  requires  encouragement?"  "I  think  it  does  require  encouragement,  or  if  it 
does  not  require  encouragement  it  ought  not  to  be  subjected  to  oppression  in  the  face  of  bounties  and  other  things  that  are  creeping  up.  I  believe 
the  law  is  passed  now  that  the  French  will  subsidize  their  mercantile  marine,  and  the  Americans  and  Germans  will  follow  without  a  doubt." 
(Royal  Commission  Report,  1881,  p.  93.) 

2  The  objections  to  the  percentage  rule  for  propelling  power  deductions  contained  in  the  act  of  1S54,  and  the  extent  to  which  the  deductions 
favored  steamships  as  compared  with  sailing  vessels,  were  concisely  summarized  as  follows  in  a  book  on  rules  for  engine-room  deductions  published 
in  1867  by  Mr.  Thomas  Gray,  who  was  for  many  years  an  assistant  secretary  of  the  Board  of  Trade  in  charge  of  the  marine  department: 

First.  That  the  1S54  rules  are  unfair  as  between  steamship  and  steamship; 

Second.  That  therefore  one  steamship  owner  has  to  pay  dues  for  another; 

Third.  That  they  offer  a  premium  for  certain  peculiar  forms  of  ships; 

Fourth.  That  they  are  objected  to  by  the  sailing  ship  owner  and  the  dock  owner  as  unfairly  reducing  the  registered  tonnage  of  high -class  ships; 

Fifth.  That  under  the  act  of  1854  the  register  tonnage  of  sailing  ships  was  reduced  7  per  cent  on  the  tonnage  of  1836,  while  the  registered  tonnage 
of  steamships  was  reduced  14  per  cent,  or  double  the  amount  of  reduction  of  sailing  ships:  and 

Sixth.  That  since  a  certain  sum  must  be  paid  every  year  for  dues,  the  sailing  ship  owner  pays  more  than  his  share,  and  the  steamship  owner  less# 

»  The  rule  of  I860  as  issued  by  the  Board  of  Trade  was  as  follows: 

"  In  every  ship  propelled  by  steam  or  other  power  requiring  engine  room,  an  allowance  of  space  or  tonnage  shall  be  made  for  the  space  occupied 
by  the  propelling  power,  and  the  amount  so  allowed  shall  be  deducted  from  the  gross  tonnage  of  the  ship,  ascertained  as  aforesaid,  and  the  remain- 
der shall  be  deemed  to  be  the  register  tonnage  of  such  ship:  and  such  deduction  shall  be  estimated  as  follows,  that  is  to  say: 

"1.  Measure  the  mean  length  of  the  engine  room  between  the  foremost  and  aftermost  bulkheads  or  limits  of  its  length,  excluding  such  parts 
of  the  said  length,  if  any,  as  are  not  actually  occupied  by  or  required  for  the  proper  working  of  the  machinery;  then  measure  the  depth  of  the  ship 
at  the  middle  point  of  this  length,  from  the  ceiling  at  the  limber  strake  to  the  upper  deck  in  ships  of  three  decks  and  under,  and  to  the  third  deck, 
or  deck  above  the  tonnage  deck,  in  all  other  ships;  also  the  inside  breadth  of  the  ship  clear  of  sponsing,  if  any,  at  the  middle  of  the  depth;  multiply 
together  these  three  dimensions  of  length,  depth,  and  breadth  for  cubical  contents;  divide  this  product  by  100,  and  the  quotient  shall  be  deemed 
to  be  the  tonnage  of  the  engine  room,  or  allowance  to  be  deducted  from  the  gross  tonnage  on  account  of  the  propelling  power. 

"  2.  In  the  case  of  ships  having  more  than  three  decks,  the  tonnage  of  the  space  or  spaces  betwixt  decks,  if  any,  above  the  third  deck,  which 
are  framed  in  for  the  machinery,  or  for  the  admission  of  light  and  air,  found  by  multiplying  together  the  length,  breadth,  and  depth  thereof,  and 
dividing  the  product  by  100,  shall  be  added  to  the  tonnage  of  such  space. 

"  3.  In  the  case  of  screw  steamers,  the  tonnage  of  the  shaft  trunk  shall  be  deemed  to  form  parts  of  and  be  added  to  such  spaces,  and  shall  be  ascer- 
tained by  multiplying  together  the  mean  length,  breadth,  and  depth  of  the  trunk,  and  dividing  the  product  by  100. 

"  4.  In  any  ship  in  which  the  machinery  may  be  fitted  in  separate  compartments,  the  tonnage  of  such  compartment  shall  be  measured, 
severally,  in  like  manner  according  to  the  above  rules,  and  the  sum  of  their  results  shall  be  deemed  to  be  the  tonnage  of  the  said  space. " 


132  MEASUREMENT  OF  VESSELS  FOR  PANAMA  CANAL. 

This  rule  governed  propelling-power  deductions  from  1860  to  1866,  when  the  City  of  Dublin 
Steam  Packet  Co.  convinced  the  courts  that  the  Board  of  Trade  had  exceeded  its  authority 
in  promulgating  the  rule  of  1860.  In  the  case  before  the  courts  the  merits  of  the  1854  and 
1860  rides  were  not  under  consideration.  The  question  was  solely  that  of  the  power  of  the 
Board  of  Trade  under  the  law.  Following  the  decision  of  the  courts  in  the  City  of  Dublin  Steam 
Packet  Co.  v.  Thompson,  in  1866,  the  percentage  rule  of  the  act  of  1854  again  became  effective, 
and  it  has  remained  in  force  ever  since. 

The  Board  of  Trade  at  once  requested  that  the  act  of  1854  be  amended  by  the  substitution 
of  the  "Danube"  rule  for  the  determination  of  propelling-power  deductions,  and  that  the 
deductions  in  the  case  of  any  steamer  be  limited  to  50  per  cent  of  the  gross  tonnage.  No  action 
was  taken  upon  this  recommendation,  consequently  the  Board  of  Trade  the  following  year 
proposed  that  the  rules  of  the  act  of  1854  governing  propelling-power  deductions  be  repealed 
and  that  a  law  be  enacted  requiring  propelling-power  deductions  to  be  determined  by  the  meas- 
urement of  machinery  spaces  and  fixed  coal  bunkers;  but  the  proposal  of  the  board  in  1867, 
like  that  made  in  1866,  was  ignored.  However,  it  may  be  noted  in  passing  that  the  rule  recom- 
mended by  the  Board  of  Trade  in  1866  was  in  1871  adopted  by  the  European  Commission  of 
the  Danube,  and  thereby  came  to  be  called  the  Danube  rule,  while  the  suggestion  made  by 
the  Board  of  Trade  in  1867  was  in  1S73  adopted  by  Germany,  and  is  thus  often  called  the  German 
rule.  , 

The  decision  of  the  European  Commission  of  the  Danube  not  to  adopt  the  percentage 
rule  for  the  determination  of  propelling-power  deductions  is  significant.  This  commission, 
made  up  of  representatives  of  the  commercial  powers  of  Europe,  had  been  established  in  1856 
to  improve  navigation  at  Sulina,  at  the  mouth  of  the  Danube,  and  to  collect  charges  upon  vessels 
entering  and  clearing  the  mouth  of  the  river.  In  1860  the  European  Commission  of  the  Danube 
decided  to  base  shipping  charges  upon  net  tonnage  as  determined  by  the  British  act  of  1854,  and 
a  scale  of  percentages  was  worked  out  to  be  applied  to  the  net  tonnage  of  the  vessels  of  other 
countries  than  Great  Britain  for  the  purpose  of  reducing  to  common  terms  all  tonnage  upon  which 
tolls  were  levied.  This  plan  did  not  work  satisfactory,  and  in  1871  the  commission  adopted 
the  so-called  Danube  rule,  which  had  originated  in  England  in  1854,  and  was  the  rule  by  which 
propelling-power  deductions  were  made  by  the  act  of  1854  for  screw-propelled  steamers  whose 
engine-room  space  did  not  come  between  13  and  20  per  cent  of  the  gross  tonnage,  and  for  paddle- 
wheel  steamers  whose  engine-room  space  did  not  come  between  20  and  30  per  cent  of  the  gross 
tonnage.  In  other  words,  the  rule  which  the  British  act  applied  to  smaller  and  larger  vessels 
but  not  to  ships  of  medium  size  was  by  the  Danube  commission  applied  to  all  vessels,  with  the 
additional  provision  that  the  total  deduction  for  propelling  power  should  not  exceed  50  per 
cent  of  the  gross  tonnage.  This  action  of  the  European  Commission  of  the  Danube  was  taken 
largely  through  the  influence  of  Sir  John  Stokes,  a  man  of  great  ability,  who  was  the  repre- 
sentative of  Great  Britain  on  the  European  Commission  of  the  Danube  for  15  years,  from  1856 
to  1871. » 

Though  the  Board  of  Trade  was  unsuccessful  in  the  efforts  made  in  1866  and  1867  to  eliminate 
the  percentage  rule  concerning  propelling-power  deductions  from  the  Merchant  Shipping  Act  of 
1854,  further  efforts  were  made  in  1871,  1872,  1874,  and  1881.  In  1871  the  Board  of  Trade  had 
a  bill  introduced  into  Parliament  providing  for  propelling-power  deductions  according  to  actual 
measurement.  The  following  year  the  Board  of  Trade  again  proposed  the  adoption  of  the  Danube 
rule  and  the  same  proposition  was  made  two  years  later.  This  last  bill,  that  of  1874,  was  referred 
to  a  select  committee  of  the  House  of  Commons.  The  principal  witnesses  that  appeared  before 
the  select  committee'  were  Sir  (then  Colonel)  John  Stokes ;  Mr.  Thomas  Gray,  assistant  secretary 
at  the  head  of  the  marine  department  of  the  Board  of  Trade;  Mr.  Thomas  H.  Farrer,  the  perma- 
nent secretary  to  the  Board  of  Trade,  and  representatives  of  the  large  steamship  companies  and 
of  certain  dock  companies  and  harbor  boards.     Sir  John  Stokes  stated  to  the  select  committee 

i  Sir  John  Stokes  may  properly  be  ranked  next  to  Mr.  George  Moorsom  as  an  authority  upon  tonnage  and  measurement  rules.  In  addition 
torepresenting  the  British  Government  on  the  European  Commission  of  the  Danube  for  15  years,  Sir  John  Stokes  was  one  of  the  two  delegates  of 
the  British  Government  to  the  International  Tonnage  Commission  of  Constantinople  in  1873.  He  was  a  very  influential  member  of  that  body. 
Later  he  served  for  some  time  as  the  representative  for  the  British  Government  on  the  council  of  administration  of  the  Suez  Canal  Co. 


MEASUREMENT   OP   VESSELS   FOR   PANAMA   CANAL.  133 

that  "the  object  of  the  Constantinople  commission  was  to  arrive  at  a  single  method  of  measuring 
tonnage  by  all  nations  *  *  *  and  to  remedy  the  defects  of  the  law  of  1854,  both  as  regards 
the  deductions  for  engine  and  crew  spaces  and  the  definition  of  covered-in  spaces  above  the 
uppermost  deck."  Sir  John  Stokes  also  expressed  the  opinion  that  the  adoption  by  Parliament 
of  the  provisions  of  the  bill  of  1874  "would  give  entire  effect  to  the  recommendations  of  the 
international  commission  (of  Constantinople) .  My  private  opinion  is  that  it  would  be  followed 
eventually,  perhaps  not  immediately,  by  the  adoption  of  the  same  rule  by  all  nations  as  regards 
net  tonnage."  The  representatives  of  the  big  steamship  companies  opposed  the  abandonment 
of  the  percentage  rule,  and  inasmuch  as  no  action  was  taken  by  Parliament  it  is  probable  that  the 
influence  of  the  steamship  companies  was  stronger  than  the  recommendations  of  the  Board  of 
Trade. 

The  final  effort  made  by  the  Board  of  Trade  to  bring  about  the  determination  of  propelling 
power  deductions  for  all  vessels  by  applying  the  Danube  rule  instead  of  by  applying  the  per- 
centage rule  to  most  ships,  was  made  in  1881,  when  the  subject  of  the  measurement  of  tonnage 
was  investigated  and  reported  upon  by  a  royal  commission  consisting  of  12  members,  of  whom  2 
were  Sir  John  Stokes  and  Mr.  Thomas  Gray.1  This  report,  which  is  reproduced  as  Appendix 
XVIII  to  this  volume,  was  an  exceptionally  able  presentation  of  the  reasons  for  substituting 
for  the  rules  in  the  act  of  1854  governing  propelling-power  deductions  rules  substantially  the 
same  as  had  been  formulated  at  Constantinople  for  the  Suez  Canal  Co.  The  Suez  rule,  it  will 
be  recalled,  made  propelling-power  deductions  of  If  the  engine-room  space  in  screw-propelled 
vessels  and  1^  the  engine-room  space  in  paddle-wheel  steamers,  with  the  proviso  that  the  deduc- 
tions for  propelling  power  in  the  case  of  steamers  with  fixed  coal  bunkers  might,  if  the  owner  of 
the  vessel  preferred,  be  determined  by  the  actual  measurement  of  the  space  occupied  by  machin- 
ery and  fuel.  Again,  however,  the  opposition  of  the  owners  and  builders  of  ships  prevailed  and 
recommendations  of  the  Board  of  Trade  were  not  adopted  by  Parliament. 

After  1881  the  Board  of  Trade  made  no  further  attempt  to  eliminate  the  percentage  rule 
from  the  act  of  1854,  but  it  has  secured  one  important  amendment  to  the  rules  governing 
propelling-power  deductions.  This  was  in  1907.  Prior  to  that  tune  the  law  did  not  limit 
deductions  for  propelling  power  to  any  maximum  percentage  of  gross  tonnage.  A  high-powered 
steamer  might,  under  the  Danube  rule,  which  determines  the  deduction  authorized  by  the 
British  act  of  1854  for  vessels  whose  engine-room  space  is  20  per  cent  or  more  (for  screw  steamers), 
or  30  per  cent  or  more  (for  paddle-wheel  vessels),  of  the  gross  tonnage,  have  a  very  low  or  even  a 
negative  net  tonnage.  The  Suez  rules  have  always  limited  propelling-power  deductions  to 
50  per  cent  of  the  gross  tonnage,  except  in  the  case  of  tugs. 

The  dock  companies  finding  that  their  charges  based  upon  net  tonnage  were  bringing  in 
but  small  revenue  from  large  passenger  ships,  sought  to  have  a  limit  placed  upon  deductions 
from  gross  tonnage,  and  in  1906  the  Board  of  Trade  appointed  a  select  committee  to  investigate 
and  report  upon  the  question  of  limiting  propelling-power  deductions  to  a  certain  percentage 
of  gross  tonnage.  The  majority  of  the  committee  adopted  the  views  of  the  shipowners  and 
reported  as  follows: 

We  think  that  it  is  undesirable  to  make  any  change  unless  strong  reasons  can  be  shown  for  its  necessity,  and  after 
carefully  considering  all  the  evidence  we  are  of  opinion,  having  regard  to  the  fact  that  relatively  low  tonnages  are  to 
be  found  only  in  a  very  small  percentage  of  the  total  tonnage  of  British  shipping,  and  also  the  serious  objections  on 
international  grounds  to  changes  in  the  tonnage  law,  sufficiently  strong  reasons  for  making  a  change  do  not  exist  at 
the  present  time.     We  are  therefore  not  prepared  to  recommend  any  change  in  the  present  law.2 

The  expert  members  of  the  committee  did  not  concur  in  the  majority  report.  In  1907  the 
Board  of  Trade  brought  about  the  appointment  of  a  parliamentary  "select  committee  on  tonnage 
deduction  for  propelling  power,"  which,  after  considering  much  tne  same  evidence  as  had  been 
presented  the  previous  year  to  the  special  committee  appointed  by  the  Board  of  Trade,  recom- 
mended 3  that  propelling-power  deductions  be  limited  to  55  per  cent  of  the  gross  tonnage  alter 

'  Report  by  Her  Majesty's  commissioners  to  inquire  into  the  present  operation  of  the  law  for  the  measurement  of  tonnage,  1881.    This  is  volume 
49  of  the  Reports  from  Commissioners,  Inspectors,  and  Others,  Session  January  G  to  August  27,  1881. 

2  Report  of  Special  Committee  Appointed  by  Board  of  Trade,  1906  (Cd.  3045),  p.  2. 

3  Report  of  Select  Committee  on  Tonnage  Deduction  for  Propelling  Power,  1907  (C.  256),  p.  IV. 


134  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

all  other  deductions  (for  crew  and  navigation  spaces)  bave  been  made.     A  law  fixing  this  limit 
was  enacted  to  become  effective  on  January  1,  1914. ' 

Though  tbe  British  dock  companies,  harbor  authorities,  and  Government  departments 
interested  in  levying  upon  shipping  reasonable  charges  for  services  rendered,  and  charges  so 
imposed  as  to  be  as  fair  as  possible  to  all  types  of  ships,  have  been  prevented  by  the  opposition 
of  the  shipowners  from  bringing  about  the  abandonment  of  the  percentage  rule  concerning 
propelling-power  deductions,  the  reasons  for  changing  the  rule  are  stronger  to-day  than  they 
formerly  were.  The  deduction  for  propelling  power  of  an  arbitrary  percentage  of  the  total 
closed-in  capacity  of  the  vessel,  instead  of  making  the  deduction  vary  with  the  space  required 
for  machinery  and  used  for  fuel,  causes  the  difference  between  power  space  deducted  and  power 
space  occupied  to  increase  with  every  advance  in  the  efficiency  and  compactness  of  engines,  with 
every  reduction  in  the  space  required  for  fuel,  and  with  every  addition  made  to  the  number  of 
decks,  and  thus  to  the  closed-m  capacity  of  vessels.  The  main  objections  to  the  percentage  rule 
may  be  briefly  enumerated  as  follows: 

1.  Propelling-power  deductions  under  the  percentage  rule  usually  exceed  the  space  occupied 
by  machinery  and  fuel,  and  the  rule  thus  operates  to  subsidize  certain  classes  of  vessels. 

2.  The  percentage  rule  often  causes  space  to  be  wasted  2  for  the  purpose  of  making  the 
engine  room  include  somewhat  more  than  13  per  cent  of  the  space  included  in  gross  tonnage. 
The  economy  due  to  compactness  of  engines  is  thus  partly  destroyed.  Freight  vessels  now 
being  put  into  service,  equipped  with  internal-combustion  engines,  are  built,  by  stipulation  of 
the  owners,  with  engine-room  space  above  13  per  cent  of  the  gross  tonnage,  in  order  that  the 
vessels  may  secure  propelling-power  deductions  equal  to  32  per  cent  of  the  gross  tonnage. 

3.  The  percentage  rule  is  responsible  for  the  indefensible  practice  of  increasing  the  volume 
of  light  and  air  spaces  included  in  the  engine  room  when  an  increase  is  necessary  to  bring  the 
engine-room  space  above  13  per  cent  of  the  gross  tonnage.  If  the  engine  room  of  a  freight 
steamer  contains  over  13  per  cent  of  the  space  included  in  gross  tonnage,  without  including, 
either  in  gross  tonnage  or  in  the  engine  room,  the  light  and  air  space  above  the  upper  deck, 
then  the  light  and  air  space  above  the  upper  deck  is  not  included;  but  if  the  extra  light  and 
air  space  is  needed  to  bring  the  vessel  under  the  percentage  rule  as  to  power  deduction  the 
additional  light  and  air  space  above  the  upper  deck  may,  in  pursuance  of  a  request  in  writing 
to  the  Board  of  Trade  by  the  owner  of  the  ship,  be  included  in  gross  tonnage  and  the  engine 
room.  The  rule  is  such  that  the  size  of  the  engine  room  may  vary  with  regard  to  the  ratio 
between  the  engine-room  space  and  gross  tonnage  and  not  solely  with  regard  to  the  space 
occupied  by  the  machinery.3 

If  a  vessel,  measured  for  registry  in  Great  Britain,  has  an  engine  room  too  small  or  too  large 
to  bring  the  vessel  under  the  percentage  rule  as  to  propelling-power  deductions,  the  owner  of 
the  ship  may  request  the  entire  light  and  air  space  to  be  included  in  the  engine  room,  in  order 
that  the  power  deductions  under  the  Danube  rule  (the  rule  that  the  law  applies  to  such  vessels) 
may  be  as  large  as  possible. 

i  See  Appendix  III  for  act  of  1907. 

2  The  testimony  of  Sir  James  Flannery,  a  shipbuilder  of  London,  Liverpool,  and  Rotterdam  of  40  years'  experience  in  ship  construction,  before 
the  Parliamentary  Select  Committee  of  1907,  is  typical.    The  following  colloquy  occurred: 

"Q.  And  further,  there  is  an  artificial  increase  of  propelling  space.    How  much,  from  your  experience,  does  that  come  to? 

"A.  The  propelling  power  in  dead-weight  carrying  vessels  is  practically  always  14  per  cent,  and  whether  your  vessel  has  engines  that  will  drive 
her  8  or  10  or  12  knots,  your  dead-weight  vessel  has  always  got  practically  the  same  percentage  from  13J  to  14,  so  as  to  qualify  for  this  bonus. 

"  Q.  As  little  above  13  per  cent  as  they  can  get,  I  suppose. 

"A.  Exactly.  I  have  known  it  so  little  above  13  per  cent  that  the  engineer's  storeroom  has  had  to  be  broken  down,  a  partial  bulkhead  and  a 
grating  put  in  front  of  it,  so  as  to  allow  just  a  little  more  space  in  the  engine  room  to  qualify  for  the  32  per  cent."  (Report  of  Select  Committee  on 
Tonnage  Deduction  for  Propelling  Power,  1907,  p.  262.) 

3  Through  an  oversight  in  drafting  the  act  of  1854  it  was  not  specifically  stated  that  a  space  not  included  in  the  gross  tonnage  may  not  be 
deducted.  The  Board  of  Trade  assumed  that  to  be  the  intention  of  the  law,  and  therefore  included  light  and  air  spaces  below  the  upper  deck  as 
part  of  the  engine  room,  but  refused  to  include  in  the  engine  room  (and  thus  in  the  space  deducted)  the  light  and  air  space  above  the  upper  deck. 
In  the  case  of  the  Isabella  (High  Court  of  Justice,  Queen's  Bench  Division,  London  &  North  Western  Ry.  v.  William  Fraser,  Apr.  3,  1879),  the 
High  Court  of  Justice  held,  in  1879,  that  light  and  air  spaces  above  the  upper  deck  must  be  deducted  with  the  engine  room,  even  though  they  have 
not  been  included  in  the  gross  tonnage.  The  gross  injustice  of  this  ruling  was  remedied  in  the  Merchant  Shipping  Act  of  1889,  which  prohibited  the 
deduction  of  any  space  which  had  not  been  included  in  the  gross  tonnage.  This  act,  however,  still  made  it  possible  to  juggle  with  light  and  air 
spaces  by  stipulating  that  such  spaces,  if  located  above  the  upper  deck,  shall  ordinarily  not  be  measured  into  the  space  occupied  by  the  pro- 
pelling power,  but  that  they  may  be  so  included  upon  request  of  the  owner  to  the  Board  of  Trade. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  135 

It  is  not  necessary  to  argue  that  the  spaces  included  in  the  engine  room — the  spaces  occu- 
pied by  propelling  machinery — ought  to  be  definitely  defined  by  the  measurement  rules,  and 
that  the  size  of  the  engine  room  should  depend  upon  the  space  occupied  by  the  machinery  and 
required  for  its  working.  The  manipulation  of  rules  concerning  engine-room  space  with  a 
view  to  lightening  tonnage  charges  ought  not  to  be  possible.  The  rules  governing  power 
deductions  should  be  fair  and  should  be  the  same  at  all  times  for  all  vessels  of  the  same  type. 

4.  The  application  of  the  percentage  rule  to  some  vessels  and  the  Danube  rule  to  others 
may  treat  vessels  of  practically  the  same  size  unfairly.  If  a  screw  steamer  of  6,000  tons  gross 
has  an  engine-room  space  equal  to  13.2  per  cent  of  the  space  included  in  gross  tonnage  the 
propelling-power  deduction  will  be  1,920  tons  (6,000  by  0.32).  If  the  engine-room  space  in  a 
ship  of  the  same  gross  tonnage  is  only  13  per  cent  of  the  space  included  in  gross  tonnage,  the 
deduction  would  be  1,365  tons  (6,000  by  0.13  by  1.75).  A  difference  of  but  12  tons  in  the 
capacities  of  the  engine  rooms  of  the  two  vessels  would  produce  a  difference  of  555  tons  in 
deductions  for  propelling  power. 

On  the  contrary,  if  the  engine  room  of  a  screw  steamer  of  6,000  tons  gross  occupied  20  per 
cent  of  the  closed-in  space  the  propelling-power  deduction  would  be  according  to  the  Danube 
rule,  and  would  amount  to  35  per  cent,  or  to  2,100  tons;  whereas  if  the  engine-room  space  was 
19.8  per  cent  of  space  included  in  gross  tonnage  the  deduction  for  power  would  be  32  per  cent, 
or  1,920  tons.  The  difference  of  12  tons  in  the  capacity  of  the  two  engine  rooms,  in  this  instance, 
makes  a  difference  of  180  tons  in  the  deduction  for  propelling  power.  These  illustrations 
suffice  to  show  that  to  treat  vessels  fairly  as  regards  propelling-power  deductions  the  same  rule 
should  be  applied  to  all  ships  of  the  same  type. 

5.  Under  the  percentage  rule  the  excess  of  the  space  included  in  power  deductions  over 
the  space  actually  occupied  by  machinery  and  fuel  becomes  increasingly  larger.  There  are 
several  reasons  for  this: 

(a)  The  increase  in  the  number  of  decks,  and  thus  of  the  volume  of  closed-in  space  above 
the  "upper"  deck,  has  caused  the  total  closed-in  volume  and  the  gross  tonnage  of  vessels  to 
enlarge  so  rapidly  that  the  engine  room  tends  to  become  a  smaller  percentage  of  the  total  capacity 
of  vessels.  Otherwise  stated,  freight  vessels  of  a  given  engine  power  have  an  increasing  per- 
centage of  their  total  capacity  available  for  cargo — a  smaller  percentage  of  the  total  closed-in 
volume  being  occupied  by  machinery  and  fuel. 

(6)  Marine  engines  tend  to  become  more  efficient,  to  develop  greater  power  per  unit  of 
size,  to  become  more  compact.  Moreover,  internal-combustion  engines,  the  use  of  which  has 
already  begun,  may  occupy  less  space  than  steam  engines  do. 

(c)  The  increasingly  efficient  marine  engines  consume  less  coal  or  oil  per  unit  of  power 
generated  or  of  work  done.  The  coal  space  required  per  unit  of  engine  power  tends  to  decline, 
and  the  use  of  oil  instead  of  coal  in  many  ocean  vessels  is  further  reducing  the  space  that  is 
required  for  fuel.  Diesel  engines  and  gas  engines  consume  much  less  fuel  than  steam  engines 
do,  and  should  engines  that  consume  the  fuel  in  the  cylinders  become  of  general  use,  as  is  quite 
possible,  there  will  be  a  still  further  reduction  made  in  the  space  required  for  fuel. 

(d)  Stations  at  which  vessels  may  obtain  coal  or  fuel  oil  are  becoming  more  numerous, 
and  vessels  being  able  to  secure  coal  or  oil  more  frequently  en  route  are  able  to  reduce  the 
size  of  coal  bunkers  and  fuel  tanks  and  thus  to  give  more  space  to  cargo. 

From  these  facts  it  must  be  evident  that  there  can  be  no  permanent  general  ratio  between 
the  size  of  the  engine  room  and  the  gross  tonnage  of  vessels.  If  the  percentage  rule  for  pro- 
pelling power  deduction  had  been  accurate  in  1854,  it  could  not  have  long  remained  accurate. 
As  a  matter  of  fact  the  percentage  rule,  as  Mr.  Moorsom  and  the  Board  of  Tiade  officials  promptly 
pointed  out,  provided  at  the  outset  for  propelling  power  deductions  in  excess  of  the  spaces 
occupied  by  machinery  and  fuel. 

6.  The  deduction  for  propelling  power  of  more  space  than  is  used  for  machinery  and  fuel, 
i.  e.,  the  exemption  from  net  tonnage  and  thus  from  the  various  charges  on  shipping,  discrimi- 
nates in  favor  of  the  steamer  and  against  the  sailing  vessel.  When  the  act  of  1854  was  passed 
the  steamship  was  in  the  early  stages  of  its  development.     It  had  not  become  a  profitable 


136  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

carrier  of  general  freight,  much  less  of  bulk  cargoes.  The  sailing  vessel  was  the  principal  freight 
carrier.  Special  favors  to  steamships  might  be  excused  if  not  justified  in  1854,  but  hardly  at 
the  present  time.  It  is  unjust  to  the  sailing  vessel  as  well  as  an  unwise  public  policy  to  make 
net  tonnage  of  sailing  vessels — the  tonnage  upon  which  charges  are  levied — their  entire  earning 
capacity  and  to  make  the  net  tonnage  of  steamships  much  less  than  their  earning  capacity. 

When  it  became  evident  that  the  British  Government  was  to  adhere  to  the  percentage  rule 
for  propelling  power  deductions,  instead  of  accepting  the  rule  that  had  been  adopted  by  the 
International  Tonnage  Commission  at  Constantinople,  other  nations  incorporated  the  percentage 
rule  in  then-  measurement  laws.  It  was  not  to  be  expected  that  the  commercial  nations  would 
adhere  to  a  rule  different  from  that  enforced  by  the  country  whose  marine  comprises  nearly 
half  the  world's  ocean  shipping.  The  United  States  and  Germany  adopted  the  percentage  rule 
in  1895.  Had  the  Suez  rules  for  power  space  deduction  been  adopted  by  Great  Britain  hi  1874 
or  in  1881,  when  efforts  were  made  to  amend  the  act  of  1854,  it  is  certain  that  the  commercial 
countries  of  the  world  would  also  have  taken  similar  action. 

III.  The  Danube  Rule. 

The  so-called  Danube  rule  was  first  adopted  as  the  sole  rule  governing  propelling-power 
deductions  by  the  European  Commission  of  the  Danube.  This  action  was  taken  in  1871  upon 
the  recommendation  of  the  British  Board  of  Trade  and  through  the  influence  of  Sir  John  Stokes, 
Great  Britain's  representative  on  the  commission  of  the  Danube.1 

The  rule  adopted  by  the  commission  of  the  Danube  in  1871  was  taken,  with  changes  in 
phraseology,  from  the  British  Merchant  Shipping  Act  of  1854,  the  commission  of  the  Danube 
limiting  the  total  deduction  for  propelling  power  to  50  per  cent  of  the  gross  tonnage.  The 
Danube  rule  was  of  British  origin  and  first  appeared  as  a  part  of  the  act  of  1854,  at  which  time, 
as  has  been  explained,  the  present  Board  of  Trade  rule  as  to  propelling-power  deductions  was 
adopted.  That  rule,  it  will  be  recalled,  applied  the  percentage  method  of  determining  propelling- 
power  deductions  to  screw  steamers  whose  engine-room  space  came  within  13  and  20  per  cent 
of  the  space  included  in  gross  tonnage  and  to  paddle-wheel  steamers  whose  engine  rooms  occupy 
between  20  and  30  per  cent  of  the  space  included  hi  gross  tonnage,  and  provided  that — 

As  regards  all  other  ships  the  deduction  shall,  if  the  Board  of  Trade  and  the  owner  both  agree  thereto,  be  estimated 
in  the  same  manner;  but  either  they  or  he  may,  in  their  or  his  discretion,  require  the  space  to  be  measured  and  the 
deduction  estimated  accordingly,  and  whenever  the  measurement  is  so  required  the  deduction  shall  consist  of  the 
tonnage  of  the  space  actually  occupied  by  or  required  to  be  inclosed  for  the  proper  working  of  the  boilers  and  machinery, 
with  the  addition  in  the  case  of  ships  propelled  by  paddle  wheels  of  one-half  and  in  the  case  of  ships  propelled  by 
screws  of  three-fourths  of  the  tonnage  of  such  space.2 

The  owners  of  vessels  with  low-engine  power — i.  e.,  steamers  whose  engine  room  occupies 
13  per  cent  or  less,  and  paddle-wheel  steamers  whose  engine  room  occupies  20  per  cent  or  less 
of  the  space  included  in  gross  tonnage — would  prefer  to  have  the  deduction  made  by  the  per- 
centage rule;  but  the  Board  of  Trade  requires  the  application  of  the  Danube  rule  in  order  to 
avoid  making  excessive  deductions  for  propelling  power.  In  the  case  of  vessels  whose  engine 
rooms  are  too  large,  to  bring  the  vessels  within  the  percentage  limits,  vessel  owners,  having  an 

1  In  1S74  Mr.  Thomas  H.  Fairer,  permanent  secretary  of  the  Board  of  Trade,  testified  before  the  Select  Committee  on  Tonnage  (p.  146):  "The 
Danube  commission  adopted,  with  the  help  and  advice  of  the  Board  of  Trade,  the  rules    *    *    *    for  the  measurement  of  engine  room." 

In  1911  Mr.  Kuhl,  the  consulting  engineer  of  the  European  Commission  of  the  Danube,  stated  in  a  letter  written  March  25  to  the  resident  engineer 
of  the  commission  at  Sulina: 

"About  1ST0  the  tonnage  measurement  officers  of  the  European  Commission  of  the  Danube,  in  verifying  the  tonnage  certificates  of  steamers 
based  on  the  Moorsom  system,  found  a  great  many  anomalies  resulting  from  the  deduction  of  engine  room,  bunkers,  etc.  These  results  were  com- 
municated to  the  Board  of  Trade.  Mr.  Thomas  Gray  was  the  chief  man,  if  I  remember  correctly.  With  the  consent  of  the  Board  of  Trade  new  rules 
were  elaborated  and  put  into  force  by  the  European  commission.  Sit  John  Stokes,  the  British  commissioner,  was  the  moving  spirit  in  this  as  in 
all  other  matters  concerning  the  commission." 

8  The  rule  as  adopted  in  1871  by  the  European  Commission  of  the  Danube  was  phrased  as  follows: 

"  Th3  allowance  to  be  made  for  the  space  occupied  by  engine  room  and  coal  spaces  shall  be  etsimated  as  follows,  that  is  to  say:  The  allowance 
shall  consist  of  the  tonnage  of  the  space  occupied  by  or  required  to  be  inclosed  for  the  proper  working  of  the  machinery  and  boilers,  with  the  addi- 
tion foi  coal  space  of  75  per  cent  thereof  in  the  case  of  ships  propelled  by  screws  and  50  per  cent  thereof  in  the  case  of  ships  propelled  by  paddle 
wheels,  pi  ovided  that,  except  in  the  case  of  steamers  used  exclusively  for  the  purpose  of  towing,  the  whole  allowance  made  for  the  propelling  power 
on  account  of  engine-room  and  coal  space  together  shall  not  exceed  one-half  of  the  gross  tonnage  of  the  ship.  (For  copy  of  Danube  tariff  and  com- 
plete measurement  rules  see  British  Accounts  and  Papers,  1874,  vol.  6S,  Commercial  No.  7,  pp.  20-25.) 


MEASUREMENT   OF   VESSELS   FOR   PAXAMA   CANAL.  137 

option  between  the  percentage  and  Danube  rules,  choose  the  Danube  rule  for  propelling-power 
deductions,  because  a  larger  deduction  in  tonnage  can  thereby  be  secured. 

The  Danube  rule  not  only  originated  in  Great  Britain,  in  the  Merchant  Shipping  Act  of 
1854,  but,  as  has  been  explained,  successive  efforts  were  made  in  1866,  1872,  1874,  and  1881 
to  secure  parliamentary  action  making  that  rule  the  sole  one  for  the  determination  of  propelling- 
power  deductions.  It  is  true  that  Mr.  Moorsom,  the  tonnage  expert  of  the  Board  of  Trade, 
favored  the  actual  measurement  of  spaces  occupied  by  machinery  and  fuel,  and  that  from  1860 
till  estopped  therefrom,  in  1866,  by  the  decision  of  the  High  Court  of  Justice,  the  Board  of  Trade 
deducted  the  space  actually  occupied  by  power  and  fuel  as  determined  by  the  rule  of  1836 
amended  and  improved;  but  Mr.  Moorsom,  in  1860,  suggested  to  the  Board  of  Trade  that  if  it 
could  not  adopt  the  actual-measurement  rule,  it  would  be  well  to  apply  to — 

All  vessels,  indiscriminately,  that  part  of  the  present  system,  based  on  the  size  of  the  actual  engine  room,  which  at 
present  is  applied  only  to  vessels  in  which  the  said  engine  rooms  are  beyond  the  limits  of  the  prescribed  percentages; 
that  is,  by  taking  1$  the  actual  engine  room  for  the  allowance  of  all  paddle  vessels  and  If  for  the  allowance  of  all  screw 
vessels.  This  modification  of  eliminating  altogether  the  percentages  from  the  system  removes  its  great  and  unjust 
anomalies;  but  still  admits  of  unfair  advantages  to  the  extreme  power  coasters,  a  defect  which  could,  however,  be 
arrested  in  its  further  progress  without  risk  of  prejudice  to  the  longer-voyage  steamers,  by  limiting  the  allowance  in  the 
most  extreme  case,  as  suggested  by  the  local  marine  board  of  Glasgow,  to  one-half  of  the  entire  tonnage  of  the  ship.1 

When,  in  1866,  the  Board  of  Trade  was  required  to  resume  the  enforcement  of  the  rule  for 
propelling-power  deductions  as  formulated  by  the  Merchant  Shipping  Act  of  1854,  it  at  once 
recommended  the  enactment  of  a  law  eliminating  the  percentage  rule  and  providing  for  the 
application  of  the  "Danube"  rule  to  all  vessels. 

In  adopting  the  "Danube"  rule  for  propelling-power  deductions,  the  European  Commission 
of  the  Danube  chose  that  rule  after  experimenting  with  the  Board  of  Trade  rule.  The  eight 
members  of  this  commission 2  represented  most  of  the  principal  powers  of  Europe — Great 
Britain,  France,  Germany,  Austria-Hungary,  Italy,  Roumania,  Russia,  and  Turkey.  As  stated 
n  an  earlier  part  of  this  chapter,  the  commission  was  established  by  the  treaty  of  Paris  in  1856, 
and  it  promptly  undertook  the  deepening  and  correction  of  the  channel  of  the  Danube  below 
Braila  and  along  the  Sulina  Branch.  The  minimum  depth  at  Sulina  was  increased  from  9  to 
24  feet,  and  the  depth  of  the  Sulina  Branch  from  8  to  18J  feet. 

When  the  commission's  first  tariff  was  issued,  the  charges  upon  shipping  were  based  upon 
the  net  tonnage  of  vessels  as  determined  by  the  British  Merchant  Shipping  Act  of  1854;  and,  as 
has  been  explained,  the  net  tonnage  of  vessels  under  other  flags  was  multiplied  by  such  a  factor 
as  would  make  the  product  equal  to  what  the  vessel's  tonnage  would  have  been  under  the  British 
flag.  This  plan  was  adopted  as  a  temporary  expedient,  it  being  the  hope  and  expectation  of 
the  commission  that  the  commercial  powers  of  the  world  would  unify  tonnage  rules  and  vessel 
measurements.  As  early  as  1861  the  commission  formally  announced  its  desire  that  a  "uni- 
versal system  of  tonnage  be  adopted  in  order  to  establish  a  real  equality  between  ship  and  ship 
and  between  flag  and  flag." 3  From  time  to  time  the  Commission  of  the  Danube  repeated  this 
expression  of  its  hope  for  the  international  unification  of  tonnage;  but,  as  no  action  was  taken 
by  the  powers,  the  commission  requested  the  British  Board  of  Trade  for  advice  as  to  the  tonnage 
rules  to  be  permanently  adopted  by  the  commission. 

The  Board  of  Trade  advised  the  Commission  of  the  Danube  to  adopt  the  rule  for  propelling- 
power  deduction  which  the  board  had,  in  1866,  sought  to  have  Parliament  adopt  in  place  of  the 
rule  established  by  the  act  of  1854.  The  Commission  of  the  Danube  adopted  the  rule  exactly 
as  it  was  phrased  in  the  memorandum  submitted  by  the  Board  of  Trade.  This  was  in  1871,  and 
thus  it  was  that  the  name  "Danube"  was  given  to  that  part  of  the  British  rule  of  1854  that 
applied  to  screw  steamers  whose  engine-room  tonnage  did  not  come  between  13  and  20  per  cent 

1  The  report  and  documents  submitted  to  the  Board  of  Trade  by  Mr.  Moorsom  in  I860  have  been  printed  several  times.  They  may  be  found  in 
the  appendix  to  the  Report  of  the  Merchant  Shipping  Committee  of  1862;  Report  of  Select  Committee  on  Tonnage  of  1S74,  Appendix  4,  pp.  22S-231; 
and  the  Report  of  the  Royal  Commissioners  of  1SS1,  Appendix  22,  pp.  659-662.  Mr.  Moorsom  makes  the  same  points  in  a  paper  "  On  the  new  ton- 
nage law  as  established  in  the  Merchant  Shipping  Act  of  1854"  in  the  Transactions  of  the  Institution  of  Naval  Architects  (1860),  Vol.  I,  pp. 
128-144. 

2  The  commission  is  still  in  existence.  Since  1904  it  has  been  continued  for  successive  periods  of  three  years  and  will  so  continue,  unless  the 
powers  represented  on  the  commission  give  a  year's  notice  of  withdrawal  from  representation  on  the  commission. 

3  Statement  of  Sir  John  Stokes,  Report  of  Select  Committee  on  Tonnage,  1874,  p.  3. 

61861°— 13 10 


138  MEASUREMENT   OF  VESSELS   FOE   PANAMA   CANAL. 

of  the  gross  tonnage  and  to  paddle-wheel  vessels  whose  engine  rooms  did  not  occupy  more  than 
20  per  cent,  nor  less  than  30  per  cent,  of  the  space  included  in  gross  tonnage.  The  Commission 
of  the  Danube  abolished  the  percentage  rule  and  did  not  give  vessel  owners  the  option  of  having 
the  actual  space  occupied  by  machinery  and  fuel  deducted.  The  single  rule  of  deducting  for 
propelling  power  If  the  engine-room  space  in  screw  steamers  and  1£  the  engine-room  space  in 
paddle-wheel  vessels  was  applied  to  all  vessels  subject  to  the  charges  imposed  by  the  commission. 
The  total  allowance  for  propelling  power  was  limited  to  50  per  cent  of  the  gross  tonnage. 

IV.  The  Suez  Rules. 

The  concession  which  the  Suez  Canal  Co.  received  from  the  Ottoman  Government  author- 
ized the  company  to  charge  tolls  of  10  francs  per  ton  of  capacity.  The  concession  did  not  define 
"ton  of  capacity,"  and  during  the  construction  of  the  canal  no  consideration  was  given  to  the 
meaning  of  the  words.  In  1868,  the  year  before  the  Suez  Canal  was  finished,  the  company 
appointed  a  special  commission  to  consider  questions  connected  with  the  construction  of  the 
canal.  This  commission  the  following  year  recommended  that  "in  the  absence  of  any  inter- 
national rules  for  the  determination  of  the  tonnage  of  vessels  it  would  be  best  to  base  the  toll 
to  be  charged  upon  the  net  tonnage  of  ships  as  stated  in  the  ship's  papers  without  discrimina- 
tion as  to  the  flag  of  vessels."  1  This  first  commission  did  not  attempt  to  define  "ton  of  capac- 
ity" nor  did  it  formulate  rules  for  the  measurement  of  vessels  to  determine  the  tonnage  upon 
which  the  Suez  tolls  should  be  levied.  It  was  expected  in  1869  that  the  commercial  powers  of 
Europe  would  agree  upon  uniform  tonnage  and  vessel  measurement  rules,  but  this  expectation 
was  not  realized. 

From  the  opening  of  the  Suez  Canal  in  1869  to  the  1st  of  July,  1872,  the  tolls  were  levied 
upon  the  net  tonnage  of  vessels  as  stated  in  their  certificates  of  registry.  The  revenues  derived 
by  the  company  from  the  tolls  levied  upon  this  basis  did  not  enable  the  company  to  meet  its 
fixed  charges,  and  as  the  rate  of  tolls  could  not  be  increased  the  company,  in  1871,  appointed 
a  second  commission  to  investigate  and  report  upon  the  question  of  the  tonnage  basis  of  the 
compan}r's  tolls  and  other  charges.  This  second  commission  recommended  that  the  tolls  be 
levied  upon  the  gross  tonnage  of  vessels,  and  this  recommendation  was  adopted  to  take  effect 
July  1,  1872. 

This  action  of  the  company  increased  the  tolls  for  vessels  of  different  classes  from  30  to  50 
per  cent,  and  the  shipping  interests  in  different  countries  protested  to  their  several  Govern- 
ments which  brought  pressure  to  bear  both  upon  the  Suez  Canal  Co.  and  upon  the  Ottoman  Porte 
to  compel  the  company  to  base  the  tolls  upon  net  tonnage.  The  Porte,  being  unable  to  decide 
whether  the  canal  company  or  the  protesting  Governments  had  properly  denned  "ton  of 
capacity,"  assembled  the  International  Tonnage  Commission  at  Constantinople  in  September, 
1873.  The  question  submitted  to  the  commission  was  "the  determination  of  a  standard  ton 
which  will  serve  both  as  a  unit  for  commercial  transactions  and  also  as  a  unit  on  which  to  collect 
the  tolls  to  which  navigation  is  subject."  Thirteen  Governments — Germany,  Great  Britain, 
Austria-Hungary,  Belgium,  Spam,  France,  Greece,  Italy,  Holland,  Russia,  Norway,  Sweden, 
and  Turkey — sent  delegates.  The  principal  powers  instructed  their  delegates  to  limit  their 
deliberations  to  the  consideration  of  tonnage  with  reference  to  the  tolls  payable  for  the  use  of 
the  Suez  Canal.  The  international  com  mission  was  thus  not  to  consider  the  problem  of  the 
international  unification  of  tonnage  rules;  but,  as  a  matter  of  fact,  the  conference  did  devote 
itself  to  the  formulation  of  measurement  rules  which,  it  was  expected,  would  be  adopted  by  the 
countries  represented  at  the  conference  as  well  as  by  the  Suez  Canal  Co.  The  report  of  the 
international  commission  and  the  measurement  rides  which  it  formulated  are  contained  in 
Appendices  X  and  XII  to  this  volume. 

The  International  Tonnage  Commission  gave  full  consideration  to  the  respective  merits  of 
the  three  rules  for  propelling  power  deductions — the  British  rule  of  the  act  of  1854,  the  German 

i  Consult  Appendix  XI,  which  contains  a  history  of  the  measurement  of  tonnage  of  vessels  using  the  Suez  Canal  written  by  Lieut.  V.  Beret. 


MEASUREMENT   OF  VESSELS  FOR  PANAMA  CANAL.  139 

(or  actual  measurement)  rule,  and  the  Danube  rule.  The  percentage  rule  was  not  favored 
by  the  international  commission  and  was  not  supported  by  the  British  delegates.  Sir  John 
Stokes  was  one  of  the  two  representatives  of  Great  Britain  and  one  of  the  most  influential  men 
in  the  international  commission. 

The  instructions  given  by  the  colonial  secretary,  Earl  Granville,  to  the  British  represent- 
atives at  Constantinople  stated  that  "with  regard  to  measurement  for  tonnage  dues,  it  is 
probable  that  the  commission  may  not  adopt  the  English  net  or  register  tonnage,  which  is  in 
some  respects  admitted  to  be  defective."  During  the  deliberations  of  the  tonnage  commission, 
Sir  John  Stokes  discussed  at  length  the  different  rules  for  propelling  power  deduction  and  advo- 
cated the  adoption  of  the  rule  which  the  Danube  commission  had  put  in  force  in  1871.  Other 
members  of  the  commission  advocated  the  actual  measurement  rule  which  had  just  been 
adopted  by  Germany,  Austria,  and  Italy. 

The  international  commission  adopted  the  Danube  rule,  with  an  additional  provision  giving 
the  owners  of  ships  with  fixed  bunkers  the  option  between  the  Danube  and  actual  measurement 
rules.     The  report  of  the  commission  upon  this  subject  was  as  follows: 

It  is  recognized :    *    * .  * 

That  as  regards  the  net  tonnage  of  steamships  the  enactments  of  the  English  law  of  1854  are  not  all  that  could  be 
desired,  inasmuch  as  for  a  class  of  vessels  whose  engines  occupy  a  certain  proportion  of  the  total  capacity,  the  deduc- 
tion is  one  of  a  percentage  of  the  gross  tonnage,  while  in  other  ships  the  deduction  is  derived  only  from  the  space  occu- 
pied by  the  engines. 

That  there  exist  two  other  systems  under  which  deductions  are  made,  and  the  difference  between  these  two  con- 
sists in  the  mode  of  dealing  with  the  coal  bunkers.  The  first  regards  movable  bunkers,  and  is  governed  by  the  Danube 
rule;  the  other  regards  fixed  bunkers,  and  is  adopted  in  Germany,  Austria,  France,  and  Italy.  Under  the  first  of 
these  systems  a  shipowner  is  free  to  employ  his  ships  for  commerce  generally  throughout  the  world,  increasing  or  dimin- 
ishing the  space  applicable  for  coals  according  to  the  requirements  of  each  voyage,  while  by  the  other  system  he  is 
obliged  to  adopt  fixed  bunkers  inapplicable  for  cargo,  and  which  can  only  hold  coals  for  a  certain  duration  of  voyage. 
Considering  that  the  opinions  are  divided  upon  the  respective  advantages  of  these  systems,  the  commission  recom- 
mends for  the  acceptance  of  the  maritime  powers  the  modes  of  procedure  hereinafter  contained,  and  the  rules  of  meas- 
urement annexed  to  the  present  report. 

The  principles  of  the  report  were  followed  out  by  the  commission  hi  formulating  the  rules 
for  propelling-power  deduction  that  were  incorporated  in  the  tonnage  rules  prepared  for  the 
Suez  Canal  Co.;  i.  e.,  propelling-power  deductions  in  the  case  of  vessels  with  movable  bunkers 
were  to  be  by  the  Danube  rule,  and  the  deductions  for  vessels  with  fixed  bunkers  were  to  be 
made  either  in  accordance  with  the  Danube  rule  or  the  actual  measurement  rule,  as  the  owner 
of  the  vessel  might  elect.  The  total  deductions  for  propelling  power  were  not  to  exceed  50 
per  cent  of  the  gross  tonnage  except  in  the  case  of  tugs.1 

The  international  commission  had  framed  its  rules  with  a  view  to  their  being  accepted 
and  put  in  force  by  the  powers  represented  at  Constantinople;  but  the  expectation  of  the  Inter- 
national Tonnage  Commission  that  the  rules  formulated  at  Const  ant  mople  would  be  generally 
adopted  by  the  commercial  countries  of  the  world  was  not  realized.  The  Board  of  Trade,  as 
has  been  explained,  sought  to  have  the  rules  adopted  by  Parliament.     In  testifying  before  the 

1  The  rules  adopted  by  the  International  Tonnage  Commission  for  propelling-power  deductions  have  not  since  been  changed.  They  comprise 
articles  14, 16,  17,  and  IS  of  the  present  Suez  rules.    As  originally  adopted  and  as  they  now  stand  the  rules  read  as  follows: 

"Article  14.  For  vessels  propelled  by  steam  or  other  mechanical  power  deduct — 

"  (2)  The  spaces  occupied  by  the  engines,  boilers,  coal  bunkers,  shaft  trunks  of  screw  steamers,  and  the  spaces  occupied  between  decks  and  in 
the  covered  and  closed-in  erections  on  the  upper  deck  surrounding  the  funnels,  and  required  for  the  introduction  of  air  and  light  into  the  engine 
rooms  and  for  the  proper  working  of  the  engines  themselves.    Such  deductions  can  not  exceed  50  per  cent  of  the  gross  tonnage. 

"Akt.  16.  In  ships  that  do  not  have  fixed  bunkers  but  transverse  bunkers  with  movable  partitions,  with  or  without  lateral  bunkers,  measure 
the  space  occupied  by  the  engine  room,  and  add  to  it,  for  screw  steamers  75  per  cent  and  for  paddle  steamers  50  per  cent  of  such  space.  By  the 
space  occupied  by  the  engine  room  is  to  be  understood  that  occupied  by  the  engine  room  itself  and  by  the  boiler  room,  together  with  the  spaces 
strictly  required  for  their  working,  with  the  addition  of  the  space  taken  up  by  the  shaft  trunk  in  screw  steamers  and  the  spaces  between  decks 
which  inclose  the  funnels  and  are  necessary  for  the  admission  of  air  and  light  into  the  engine  rooms. 

"Art.  17.  In  ships  with  fixed  coal  bunkers,  measure  the  mean  length  of  the  engine  and  boiler  room,  including  the  coal  bunkers.  Ascertain 
the  area  of  three  transverse  sections  of  the  ship  (as  set  forth  in  the  rules  given  in  arts.  3  and  4  for  the  calculation  of  the  gross  tonnage)  to  the 
deck  which  covers  tha  engine.  *  *  *  The  tonnage  of  the  following  spaces  between  decks,  and  in  the  covered  and  closed-in  erections  on  the 
upper  deck,  is  ascertained  by  the  same  method,  viz:  (a)  The  spaces  framed  in  round  the  funnels,  (o)  the  spaces  required  for  the  admission  of 
light  and  air  into  the  engine  rooms,  and  (c)  the  spaces,  if  any,  necessary  for  the  proper  working  of  the  engines. 

"Art.  18.  Instead  of  the  measurement  of  fixed  bunkers,  the  rules  for  bunkers  with  movable  partitions  as  set  forth  in  article  16  may  be 
applied."    (See  Appendix  XII  to  this  volume,  pp.  410-411.) 


140  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

select  committee  to  which  this  bill  of  1S74  was  referred,  Sir  John  Stokes  said  in  favor  of  the 
bill  pending  in  Parliament: 

This  bill  would  give  entire  effect  to  the  recommendation  of  the  international  commission.  *  *  *'  The  recom- 
mendations of  the  international  commission  have  been  embodied  in  the  bill  now  before  the  House  of  Commons.  If 
it  becomes  a  law  in  England  there  can  be  no  doubt  but  other  nations  will  speedily  on  their  parts  also  adopt  the 
recommendations  of  the  commission,  and  thus  a  uniform  system  of  tonnage  for  the  whole  world  will  shortly  be  recog- 
nized. 

As  has  been  pointed  out,  the  bill  of  1874  failed  because  of  the  opposition  of  the  steamship 
owners,  as  did  also  the  bill  of  1881,  although  the  Royal  Commission  on  Tonnage  of  1881  sub- 
mitted a  strong  report  in  favor  of  the  Danube  rule.1  It  is  most  unfortunate  that  Parliament 
did  not  adopt  the  Suez  rules  for  propelling-power  deductions  as  contamed  in  the  bill  of  1881. 
At  that  time  the  British  rule  as  contamed  in  the  act  of  1854  had  been  adopted  by  only  two 
other  countries — Denmark  and  Sweden — and  those  countries  had  improved  the  rule  by  limiting 
the  propelling-power  deduction  to  50  per  cent  of  the  gross  tonnage.  At  that  time  France  gave 
vessel  owners  the  choice  between  the  British  rule  and  actual  measurement.  The  actual-measure- 
ment rule  was  then  hi  force  in  Germany,  Norway,  Portugal,  Italy,  Austria-Hungary,  and 
Belgium. 

Holland,  Spain,  Turkey,  the  Suez  Canal  Co.,  and  the  European  Commission  of  the  Danube 
were  making  propelling-power  deductions  according  to  the  Suez  rules.  The  following  year, 
1882,  the  United  States  adopted  the  Danube  rule.  It  is  thus  clear  that  had  the  British  Parlia- 
ment, in  1881,  adopted  the  Suez  rules  as  to  propelling-power  deduction  the  action  of  Great 
Britain  would  have  soon  been  followed  by  the  principal  countries  of  the  world.  When,  however, 
Great  Britain  refused  to  change  the  rule  contained  in  the  act  of  1854,  other  nations  in  the  course 
of  time  felt  obliged  to  adopt  the  British  rule.  Japan  acted  in  1884,  Norway  in  1893,  the  United 
States  and  Germany  in  1895,  Holland  in  1899,  Russia  in  1900,  Spain  in  1902,  and  France  in  1904. 

V.  Superiority  op  the  Suez  Rules  over  the  Percentage  Rule  for  Propelling-Power 

Deduction. 

The  Suez  rules  as  to  propelling-power  deduction  give  the  owners  of  ships  the  option  between 
the  deduction  of  the  space  actually  occupied  by  machinery  and  fixed  fuel  compartments  and 
the  deduction  of  the  space  occupied  by  the  engine  room  (including  the  space  occupied  by  the 
engines,  boilers,  shaft  tunnel,  and  designated  light  and  ah  spaces)  increased  by  50  per  cent  for 
paddle-wheel  vessels  and  by  75  per  cent  for  screw-propelled  ships.  The  deduction  of  the  space 
actually  occupied  by  machinery  and  fuel  is  not  practicable  in  the  case  of  vessels  that  do  not 
have  fixed  bunkers.  The  deductions  for  such  vessels,  and  hence  their  net  tonnage,  would  have 
to  be  determined  by  making  an  arbitraiy  allowance  for  fuel,  and  that  would  be  satisfactory 
neither  to  the  payer  nor  to  the  recipient  of  shipping  charges.  It  would  give  rise  to  serious 
administrative  difficulties  and  would  invite  fraudulent  practices.  It  would  be  necessary  to 
combine  with  the  actual-measurement  rule  either  some  such  percentage  rule  as  that  in  the 
British  Merchant  Shipping  Act  of  1854  or  some  rule  like  the  Danube  rule. 

The  Danube  rule,  with  the  option  of  the  actual  measurement  of  machinery  and  fuel 
space,  is  much  preferable  to  the  present  Board  of  Trade  ruie,  which  is  the  percentage  rule 
(supplemented  by  the  Danube  rule  for  exceptional  vessels).  Although  no  method  can  be 
devised  of  making  propelling-power  deductions  other  than  by  the  actual  measurement  of 
the  spaces  occupied  by  machinery  and  fuel — which  in  the  case  of  vessels  with  movable 
bunkers  is  impracticable — that  will  automatically  cause  the  deductions  to  correspond  exactly 
with  the  space  used  for  power  purposes  hi  vessels  of  many'  different  types,  the  Danube  rule 
works  with  approximate  accuracy,  because  for  vessels  of  different  size  and  speed  there  is  a 
rough  average  relationship  between  the  space  occupied  by  machinery  and  the  space  required 
for  fuel.  Although  the  Danube  rule  can  be  claimed  to  secure  only  approximately  accurate 
propelling-power  deductions,  it  is  much  more  accurate  than  the  deduction  of  a  fixed  percentage 

1  See  Appendix  X  VIII  for  the  text  of  the  report  of  the  Royal  Commission  on  Tonnage,  1881. 


MEASUEEMENT  OF  VESSELS  FOE  PANAMA  CANAL.  141 

of  gross  tonnage,  for  there  is  no  fixed  or  general  relationship  between  the  space  occupied  by 
machinery  and  fuel  and  the  space  included  within  gross  tonnage. 

The  Suez  rule,  for  the  following  reasons,  is  superior  to  the  present  Board  of  Trade  rule 
regarding  propelling-power  deductions: 

1.  The  Danube  rule  is  based  upon  the  general  principle  that  there  is  an  average  rela- 
tionship between  the  space  occupied  by  machinery  and  the  space  required  for  fuel,  whereas 
the  percentage  rule  is  based  upon  the  inaccurate  assumption  of  a  general  relationship  between 
propelling-power  space  and  gross  tonnage.  In  previous  chapters  of  this  report  it  has  been 
pointed  out  that  there  has  been  a  much  larger  increase  in  gross  tonnage  than  in  the  size  of  the 
engine  room.  Additional  decks  and  superstructures  have  increased  gross  tonnage  without 
correspondingly  affecting  the  space  required  for  propelling  power.  Engines  of  the  same  power, 
because  of  increased  efficiency,  tend  to  occupy  less  space,  and  thus  further  to  distort  the  per- 
centage relationship  between  power  space  and  gross  tonnage.  The  increasing  efficiency  and 
greater  compactness  of  the  marine  engine  has  not  as  yet  very  greatly  altered  the  relation 
between  machinery  space  and  fuel  space.  The  marine  engine  of  to-day  requires  less  fuel  per 
unit  of  power  result  than  engines  formerly  required.  The  more  compact  engine  requires 
smaller  fuel  space  than  was  formerly  needed. 

2.  The  percentage  deductions  for  propelling  power  authorized  by  the  present  Board  of 
Trade  rule  are  largely  in  excess  of  the  space  occupied  by  machinery  and  fuel  in  the  majority 
of  ocean  vessels.  The  32  per  cent  rule  at  the  beginning  provided  for  unduly  large  propelling- 
power  deductions,  and  the  discrepancy  between  power  space  occupied  and  space  deducted  has, 
for  the  reasons  just  stated,  grown  steadily  greater.  Indeed,  the  percentage  rule  is  maintained 
for  the  very  purpose  of  keeping  net  toimage,  and  thus  charges  payable  upon  shipping,  as  low 
as  possible.  It  is  not  claimed  that  the  percentage  rule  brings  about  a  fair  average  deduction 
for  propelling  power. 

The  Danube  rule,  as  the  experience  of  the  Suez  Canal  Co.  shows,  provides  for  a  liberal, 
but  not  excessive,  deduction  for  propelling  power.  The  fact  that  the  owners  of  vessels  prefer 
to  have  the  deductions  made  in  accordance  with  the  Danube  rule,  rather  than  by  the  actual 
measurement  of  machinery  and  fuel  spaces,  shows  that  the  Danube  rule  is  sufficiently  liberal. 
Both  the  Board  of  Trade  and  the  Suez  rules  allow  propelling-power  deductions  for  screw  steamers 
whose  engine-room  space  equals  or  exceeds  20  per  cent  and  for  paddle-wheel  vessels  whose 
engine-room  space  equals  or  exceeds  30  per  cent  of  the  gross  tonnage,  to  be  made  according 
to  the  Danube  rule.  In  the  case  of  vessels  with  the  highest  powered  engines  it  is  necessary, 
in  order  to  keep  the  deduction  for  machinery  and  fuel  within  reasonable  bounds,  to  limit  the 
deductions  within  a  stipulated  maximum.  The  Suez  rules  limit  power  deductions  to  50  per 
cent  of  the  gross  tonnage  and  the  Board  of  Trade  rules,  effective  January  1,  1914,  to  55  per 
cent  of  the  gross  tonnage  after  the  deductions,  other  than  those  for  power  spaces,  have  been 
made.     The  limits  placed  by  the  two  sets  of  rules  are  practically  the  same. 

3.  The  percentage  rule  is  now  causing  vessels  to  be  built  with  larger  engine  rooms  than  are 
needed.  Space  is  being  wasted  in  order  to  make  the  engine  room  large  enough  to  enable  the 
owner  of  the  vessel  to  secure  propelling-power  deductions  of  32  per  cent  of  the  gross  tonnage. 
Even  vessels  now  being  fitted  with  Diesel  engines,  are  given  engine  rooms  slightly  hi  excess  of 
13  per  cent  of  the  entire  space  included  in  gross  tonnage.  In  this  way  the  economy  that  should 
result  from  the  use  of  the  more  compact  engines  now  being  constructed  is  partly  nullified. 

When  the  Danube  rule  is  applied  in  making  propelling-power  deductions,  shipbuilders  and 
shipowners  have  no  incentive  to  increase  the  size  of  the  engine  room  above  the  space  required 
for  the  convenient  operation  of  the  machinery. 

4.  The  present  Board  of  Trade  rule  allows  some  vessels  the  advantages  of  a  deduction  of  32 
per  cent  for  propelling  power  and  denies  that  favor  to  other  vessels.  Screw-propelled  steamers 
within  the  13  to  20  per  cent  limit  and  paddle-wheel  vessels  within  the  20  to  30  per  cent  limit,  are 
unfairly  favored  as  contrasted  with  vessels  with  smaller  engine  rooms.  The  Danube  rule,  on  the 
contrary,  is  relatively  fan  as  between  ships.  The  same  rule  is  applied  to  all  vessels,  whatever 
the  size  of  their  engine  room.     The  possibility  of  dealing  unjustly  with  any  particular  vessel 


142  MEASUREMENT   OF  VESSELS  FOR  PANAMA  CANAL. 

having  fixed  bunkers  is  minimized  by  the  option  which  the  Suez  rules  give  the  owners  of  such 
vessels  to  choose  whether  the  deduction  shall  be  made  by  the  Danube  rule  or  by  actual  measure- 
ment of  machinery  and  fuel  spaces.  Likewise,  the  possibility  of  reducing  unduly  the  net  tonnage 
of,  and  the  charges  payable  by,  fast  steamers  with  exceptionally  high-powered  engines  is  prevented 
by  limiting  propelling-power  deductions  under  the  Suez  rules  to  50  per  cent  of  the  gross  tonnage. 
This  limitation  prevents  unf ah  discrimination  between  ordinary  freight  vessels  and  fast  passenger 
steamers. 

VI.  Conclusion. 

The  general  conclusion  or  lesson  to  which  the  history  of  the  rules  for  propelling-power 
deduction  points  is  that  the  Suez  rule — the  Danube  rule  with  the  option,  when  practicable,  of 
the  actual  measurement  of  machinery  and  fuel  spaces — is  the  one  that  should  be  incorporated  in 
the  code  of  rules  to  be  followed  in  determining  the  tonnage  upon  which  Panama  Canal  tolls  and 
other  charges  shall  be  paid.  The  percentage  rule  is  not  to  be  recommended ;  it  is  not  based  upon 
correct  principles,  and  it  would  not  treat  vessels  with  relative  fairness.  If  it  were  applied  to 
vessels  ushig  the  Panama  Canal,  the  tonnage  upon  which  tolls  were  paid  would  not  approximate 
the  earning  capacity  of  vessels  as  closely  as  is  desirable. 

The  Danube  rule  is  recommended.  Ships  of  different  classes  will  be  treated  with  approxi- 
mate fairness  absolutely  and  relatively,  if  propelling-power  deductions  are  made  by  applying  the 
Danube  rule  supplemented  by  the  three  provisions : 

1 .  That  the  owners  of  vessels  with  fixed  fuel  compartments  may,  if  they  choose,  have  the 
deductions  determined  by  the  measurement  of  the  space  actually  occupied  by  machinery  and 
fixed  fuel  spaces. 

2.  That  the  total  deduction  for  propelling  power  shall  not  exceed  50  per  cent  of  the  gross 
tonnage. 

3.  That  the  light  and  ah  and  funnel  spaces  to  be  included  in  the  engine  room  and  to  be 
excluded  from  measurement  and  gross  tonnage  shall  be  definitely  defined,  and  that  the  same 
rule  as  to  the  inclusion  and  exclusion  of  light  and  ah  and  funnel  spaces  shall  be  applied  to  all 
vessels  without  variation  and  without  the  exercise  of  any  option  on  the  part  of  vessel  owners. 

It  is  believed  that  the  adoption  for  Panama  of  the  Suez  rule  as  to  propelling-power  deduc- 
tion will  prove  to  be  a  step  toward  the  ultimate  international  unification  of  tomiage  rules.  The 
Suez  rule  is  not  only  right  in  principle,  but  is  made  permanent  by  having  been  formulated  for 
the  company  by  an  international  commission.  The  same  rule  is  followed  by  another  interna- 
tional commission — the  European  Commission  of  the  Danube.  The  incorporation,  by  the 
United  States  Government,  of  the  Suez  power-deduction  rule  in  the  Panama  Canal  measurement 
code  will  give  the  Danube  rule  added  prestige.  Whether  the  precedent  thus  established  will 
prove  strong  enough  to  cause  the  leading  commercial  nations  to  amend  then  tonnage  rules,  time 
alone  can  determine;  but  should  Great  Britain  and  other  countries  decline  to  modify  then  rules 
as  to  propelling-power  deductions,  the  enforcement  of  the  same,  or  approximately  the  same, 
rules  at  the  world's  two  great  interoceanic  highways  will  be  of  no  small  advantage  to  shipping 
and  commerce. 


CHAPTER   X. 


PROPELLING-POWER  DEDUCTIONS  FOR  VESSELS 
EQUIPPED  WITH  OIL  AND  GAS  ENGINES. 


143 


CHAPTER  X. 


PROPELLING-POWER  DEDUCTIONS  FOR  VESSELS  EQUIPPED  WITH  OIL  AND  GAS  ENGINES. 

The  general  principle  upon  which  the  Panama  measurement  rules  accompanying  this 
report  are  based  is  that  net  tonnage  should  express,  as  nearly  as  practicable,  the  actual  earning 
capacity  of  vessels — their  space  available  for  passengers  and  cargo.  To  give  effect  to  this 
principle  it  is  necessary  that  deductions  made  from  gross  tonnage  in  determining  net  tonnage 
should  correspond  as  closely  as  is  feasible  with  the  spaces  required  for  the  crew,  for  navigation 
purposes,  and  for  propelling  power. 

The  largest  deduction  from  gross  tonnage  is  for  the  space  occupied  by  the  engine  and  fuel, 
and  it  is  especially  important  that  the  deduction  for  propelling  power  should  be  made  by  apply- 
ing a  correct  rule.  This  is  not  an  easy  problem  to  solve.  Vessels  are  of  many  types,  employed 
in  widely  different  services.  Moreover,  vessels  of  the  same  size  and  speed  and  employed  in 
the  same  service  may  be  equipped  with  different  kinds  of  engines,  varying  as  regards  the  space 
they  occupy  and  the  kind  and  quantity  of  fuel  used. 

The  marine  engine  is  having  a  rapid  development  at  the  present  time.  The  standard  type 
of  reciprocating  steam  engine  is  being  improved;  oil  instead  of  coal  is  being  used  to  generate 
steam;  the  turbine  engine  is  being  tried  out  in  service;  and  new  types  of  engines,  such  as  the 
internal-combustion  oil  and  gas  engines,  are  being  successfully  employed  hi  marine  service. 
The  substitution  of  oil  for  coal  in  the  furnaces  of  steam  engines  lessens  the  space  required  for 
fuel,  while  the  use  of  internal-combustion  instead  of  steam  engines  largely  reduces  the  fuel 
consumed  and  may  somewhat  reduce  the  size  of  the  engine  room. 

In  view  of  these  facts  it  seems  desirable  to  study  the  effects  of  oil  fuel  upon  fuel  space  and  the 
effects  of  internal-combustion  engines  upon  the  size  and  location  of  fuel  compartments  and  upon 
the  size  of  the  engine  room  for  the  purpose  of  deciding  whether  the  same  rule  for  propelling- 
power  deduction  may  properly  be  applied  to  vessels  equipped  with  all  types  of  engines.  Con- 
sideration is  first  given  to  the  relative  fuel  spaces  required  by  coal-burning  and  oil-burning 
engines  of  like  power.  In  order  to  make  the  discussion  of  internal-combustion  engines  clear 
to  nontechnical  readers,  a  brief  description  is  given  of  the  main  kinds  of  oil  and  gas  engines 
now  in  use  for  marine  service. 

The  kinds  of  fuel  that  may  be  used  in  internal-combustion  engines  determine  the  sources 
of  the  supply  of  fuel  for  such  engines,  and  the  sources  of  supply  may  affect  the  location  of  the 
stations  at  which  fuel  may  be  secured  and  the  amount  that  vessels  must  carry  in  actual  service. 
Moreover,  the  nature  of  the  fuel  oil  may  determine  whether  it  may  or  may  not  be  stored  in 
the  double  bottom  or  other  portions  of  the  ship  that  are  not  available  for  the  stowage  of  cargo. 
It  has  accordingly  been  deemed  necessary  to  present  a  short  discussion  of  fuel  oils  used  hi 
internal-combustion  engines. 

The  purpose  of  this  chapter  is  to  consider  the  relative  space  required  for  propelling  power 
(including  engine  room  and  fuel  compartments)  by  steam  marine  engines  and  by  internal 
combustion  marine  engines,  to  ascertain  the  net  saving  in  cargo  space  that  results  from  equip- 
ping a  vessel  with  an  internal-combustion  engine  instead  of  with  one  driven  by  steam  power, 
and  to  decide  whether  it  is  or  is  not  advisable  to  make  propelling  power  deductions  from  gross 
tonnage,  in  the  case  of  vessels  with  internal-combustion  engines,  in  accordance  with  a  differ- 
ent rule  than  is  applied  in  the  case  of  ships  with  steam  engines — to  decide  whether  the  use  of 
oil  and  gas  marine  engines  makes  it  desirable  to  supplement  the  Danube  rule  with  a  special 
rule  applying  only  to  the  internal-combustion  engines.  The  chapter  also  considers  whether 
the  substitution  of  oil  for  coal  as  the  fuel  for  steam  engines  calls  for  a  special  rule  for  propelling 
power  deduction. 

145 


146  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Vessels  using  oil  for  fuel  may  be  broadly  classified  as  (1)  oil-burning  steamships;  (2)  ves- 
sels fitted  with  internal-combustion  oU  engines;  and  (3)  vessels  equipped  with  internal-com- 
bustion gas  engines.  Each  of  these  groups  includes  different  types;  but,  from  the  standpoint 
of  tonnage  measurement  as  well  as  from  the  point  of  view  of  the  principles  of  engine  construc- 
tion, the  threefold  classification  indicates  the  essential  differences.  These  three  types  of  oil- 
burning  marine  engines  will  be  considered  in  turn. 

I.    OIL-BURNING    STEAMSHIPS. 

The  number  of  steamships  equipped  with  oil-burning  engines  is  increasing  rapidly.  The 
latest  vessels  added  to  the  American-Hawaiian  Co.'s  fleet,  for  instance,  are  equipped  to  burn 
oil;  likewise  the  Pacific  Mail  Steamship  Co.  has  equipped  the  four  largest  vessels  of  its  fleet 
with  facilities  for  using  oil  fuel,  these  vessels  being  used  in  the  trans-Pacific  service.  Oil  as  a 
fuel  is  especially  favored  by  the  owners  of  tank  steamers  and  in  general  it  is  to  be  expected 
that  oil  instead  of  coal  will  be  used  by  a  steadily  growing  share  of  ocean  steamers. 

All  three  of  the  rules  applied  in  making  deductions  for  propelling  power  were  formulated 
with  reference  to  engines  using  coal  for  fuel  and  no  modification  has  been  made  in  these  rules 
because  of  the  substitution  of  fuel  oil  for  coal  in  the  furnaces  of  a  relatively  large  number  of 
ocean  vessels.  Whether  the  same  rules  may  fairly  be  applied  hi  making  propelling-power 
deductions  for  both  oil-burning  and  coal-burning  steamers  ought  to  be  carefully  considered.  The 
deductions  for  propelling  power  ought  to  approximate  the  space  required  for  machinery  and 
fuel  in  order  that  the  net  tonnage  of  vessels  may  correspond  as  nearly  as  practicable  to  the 
capacity  of  vessels  for  the  accommodation  of  passengers  and  cargo. 

The  space  occupied  by  the  engines  and  boilers  is  practically  the  same  whether  coal  or  oil 
be  used  for  fuel;  indeed,  some  steamers  are  equipped  to  burn  either  coal  or  ofl  in  the  furnaces. 
Mr.  R.  P.  Schwerin,  the  vice  president  of  the  Pacific  Mad  Steamship  Co.,  which  operates  both 
oil-burning  and  coal-burning  steamers,  states  that  "  the  space  required  for  engine  and  propelling 
machinery  would  very  rarely  be  affected  by  the  kind  of  fuel  used,  as  practically  the  same 
machinery  would  be  used  in  either  case."  ' 

Unless  there  is  a  material  difference  in  the  relative  volume  of  the  spaces  required  for  coal 
and  fuel  oil,  the  deductions  for  propelling  power  may  be  made  by  applying  the  same  rule  both 
to  oil-burning  and  coal-burning  engines.  The  space  occupied  by  engines  and  boilers  being 
the  same  in  the.  case  of  both  kinds  of  steam  engines,  the  question  to  determine  is  whether  the 
application  of  the  Danube  rule  to  propelling  power  deductions  hi  the  case  of  oil-burning  engines 
will  unduly  favor  vessels  equipped  with  such  engines. 

In  considering  this  question,  it  is  especially  important  to  bear  in  mind  that  the  fairness 
of  the  application  of  the  Danube  rule  for  propelling  power  deductions — the  deduction  of  actual 
propelling  machinery  space  plus  75  per  cent — is  in  no  way  affected  by  the  fact  that  the  fuel 
oil  is  carried  in  double-bottom  compartments  while  coal  is  carried  in  bunkers.  When  double- 
bottom  compartments  are  used  to  stow  oil,  such  compartments  are  included  hi  gross  tonnage, 
just  as  blinker  spaces  used  for  coal  are  included.  Propelling-power  deductions  made  under 
the  Danube  rule,  it  will  be  recalled,  are  hi  nowise  affected  by  any  increase  or  decrease  in  gross 
tonnage,  the  Danube  rule  being  superior  to  the  Board  of  Trade  percentage  rule  in  this  regard. 
The  fairness  of  the  deductions  made  under  the  Danube  rule  depends  solely  upon  the  relation 
of  the  volume  of  the  spaces  occupied  by  fuel  and  the  volume  of  the  spaces  occupied  by  ma- 
chinery. The  specific  question,  and  the  only  one  to  be  considered  in  determining  whether 
the  Danube  rule  should  be  applied  to  propelling  power  deductions  in  the  case  of  oil-burning 
steamers,  is  whether  the  space  occupied  by  fuel  ofl  is  so  much  less  than  the  space  required  for 
coal  as  to  call  for  a  modification  of  the  Danube  rule.  Regarding  the  relative  spaces  actually 
occupied  by  fuel  on  coal  and  oil  burning  steamers,  Mr.  Schwerhi  states  that: 

Theoretically,  oil  fuel  would  occupy  approximately  5ft  per  cent  of  the  space  required  for  coal  fuel.  On  this  coast 
(the  Pacific)  we  usually  allow  4  barrels  of  oil  per  ton  of  coal.  Taking  coal  at  42  cubic  feet  per  ton  and  oil  at  5.61  cubic 
feet  per  barrel,  the  actual  space  occupied  would  be  as  42  is  to  22.44.     In  other  words,  the  oil  would  occupy  53.4  per 

i  From  letter  dated  Apr.  4,  1913. 


MEASUREMENT   OF  VESSELS  FOR  PANAMA  CANAL.  147 

cent  of  the  space  occupied  by  the  coal.  On  the  Atlantic  coast,  where  better  coal  is  obtained,  4J  ban-els  of  oil  per 
ton  of  coal  would  probably  be  more  accurate.  On  this  basis  the  oil  fuel  would  occupy  60  per  cent  of  the  space  required 
for  coal.  On  the  other  hand,  with  oil  the  entire  space  is  filled,  while  with  coal  certain  pockets  are  naturally  void 
and  the  space  between  the  floors  of  the  ship  is  not  filled  with  coal.  Therefore  it  would  be  fair  to  assume  that  even 
with  the  best  quality  of  coal  the  actual  space  required  for  oil  would  amount  to  about  one-half  the  space  required  for 
coal. 

The  secretary  of  Lloyd's  Register  of  British  and  Foreign  Shipping,  in  a  letter  written  June  28, 
1913,  estimates  that  "steam-engine  vessels  using  oil"  require,  for  similar  voyages,  fuel  spaces 
of  about  62  per  cent  of  the  fuel  spaces  needed  by  "steam-engine  vessels  using  coal." 

Inasmuch  as  the  space  occupied  by  fuel  oil  need  not  be  more  than  about  60  per  cent  of 
the  space  required  for  coal,  it  is  evident  that  the  application  of  the  same  power-deduction  rule 
to  both  oil-burning  and  coal-burning  steamers  favors  the  oil-burning  vessel  to  an  appreciable 
extent.  It  should  be  noted,  however,  that  the  Danube  rule  favors  the  oil-burning  vessel  less 
than  does  the  Board  of  Trade  percentage  rule,  because  of  the  fact  that  the  stowing  ol  fuel  oil 
in  double-bottom  compartments  causes  those  compartments  to  be  included  in  gross  tonnage. 
A  vessel  of  the  same  size  would  have  a  comparatively  greater  tonnage  under  the  British  meas- 
urement rules  if  equipped  with  oil-burning  steam  engines  than  if  equipped  with  coal-burning 
engines.  The  32  per  cent  deduction  for  propelling  power  when  made  by  the  percentage  rule 
is  thus  greater  for  vessels  having  smaller  fuel  compartments. 

Under  the  Danube  rule  the  relatively  favorable  treatment  accorded  oil-burning,  as  com- 
pared with  coal-burning,  steamers  is  frequently  less  than  would  appear  to  result  from  the 
difference  in  the  spaces  required  for  oil  and  coal  fuel.  When  all  or  a  portion  of  the 
fuel  oil  is  carried  in  the  double-bottom  compartments,  the  net  tonnage  of  the  oil-burning 
steamer  is  increased  by  the  tonnage  of  the  space  occupied  by  fuel-oil  compartments.  Theo- 
retically, the  vessel's  cargo  capacity  would  be  increased  by  the  number  of  tons  added  to  the 
net  tonnage  of  the  vessel  by  the  stowage  of  oil  in  double-bottom  compartments  instead  of  hi 
tanks  taking  up  a  part  of  the  vessel's  hold.  In  actual  practice,  however,  the  increase  in 
cargo  capacity  does  not  equal  the  space  added  to  the  net  tonnage  by  including  in  the  tonnage 
the  volume  of  the  double-bottom  compartments  used  for  oil.  Ordinarily  there  is  some  gam 
in  cargo  space,  but  in  some  instances  there  is  none.  This  is  due  to  the  fact  that  the  space 
occupied  by  coal  bunkers — space  not  required  when  od  is  used  for  fuel — is  not  always  usable 
for  cargo. 

II.    VESSELS    WITH    INTERNAL-COMBUSTION    OIL    ENGINES PRINCIPAL   TYPES    OF    ENGINES. 

The  oil-burning  engine  differs  from  the  coal-burning  engine  merely  hi  the  use  of  oil  instead 
of  coal  to  develop  steam  in  its  boders.  Both  are  steam  engines  of  the  same  type  quite  unlike 
the  internal-combustion  od  engine  which  consumes  the  fuel  in  the  cylinders,  its  power  being 
derived  not  from  steam  generated  in  boders  but  from  the  combustion  of  oil  upon  its  injection 
into  the  cylinders. 

The  type  of  internal-combustion  od  engine  at  present  most  widely  hi  use  is  the  Diesel 
engine,  which  was  first  put  into  practical  service  in  Germany  in  1897. '  Dr.  Rudolf  Diesel,  the 
inventor  of  the  engine,  had  been  experimenting  for  some  time,  an  experimental  engine  having 
been  completed  in  1893.  He  had,  indeed,  applied  for  a  patent  hi  the  United  States  in  1891, 
and  one  was  granted  July  16,  1895. 2  The  first  Diesel  engines  were  for  stationary  service,  but 
marine  engines  were  constructed  in  1902-3.  Since  1903,  thousands  of  stationary  Diesel  engines 
have  been  constructed  and  sold  throughout  the  world;  and  in  November,  1911,  there  were, 
according  to  Mr.  Diesel,  365  vessels  equipped  with  Diesel  marine  engines.  The  number  of 
vessels  fitted  with  these  engines  is  increasing. 

The  Diesel  od  engine  differs  in  principle  from  a  gas  engine,  it  being  an  internal-combustion 
engine,  while  the  gas  engine  is  an  internal-explosion  engine.  The  Diesel  principle  is  to  burn 
the  od  hi  the  cylinder;  whde  the  principle  of  the  gas  engine  is  to  convert  the  fuel  oil  or  coal 
into  gas  which  explodes  in  the  cylinder. 

1  R.  Diesel,  Present  Status  of  the  Diesel  Engine  in  Europe,  pp.  1  and  7.  '  Power,  Mar.  11, 1913,  p.  338. 


148  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

As  first  constructed  the  Diesel  engine  was  of  the  four-stroke  cycle  type.  This  type  works  as 
follows :'  On  the  first  stroke  of  the  piston,  air  is  sucked  into  the  cylinder  from  the  atmosphere, 
the  cylinder  being  full  of  air  at  atmospheric  pressure  at  the  end  of  the  stroke.  The  second  or 
return  stroke  compresses  the  air  in  the  cylinder  to  about  500  pounds  per  square  inch,  thus 
raising  its  temperature  to  between  1,000°  and  1,100°  F.  During  the  third  stroke  fuel  oil  in  the 
form  of  a  fine  spray  is  injected  into  that  part  of  the  cylinder  that  contains  the  compressed 
air  by  a  blast  of  air  at  higher  pressure  than  that  in  the  cylinder,  i.  e.,  at  about  800  pounds  per 
square  inch;  and,  as  the  temperature  of  the  air  in  the  cylinder  has  by  compression  been  raised 
above  the  burning  point  of  fuel  oil,  combustion  takes  place.  The  burning  of  the  oil  causes 
expansion  and  "work  is  done  on  the  piston  for  the  rest  of  the  stroke."  "In  the  final  [or  second 
return]  stroke  the  exhaust  valve  remains  open,  the  burnt  gases  are  expelled  from  the  cylinder 
into  the  exhaust  pipe,  and  the  cycle  of  operations  begins  once  more,  the  cylinder  being  ready 
to  receive  a  further  charge  of  air  on  the  next  out  stroke  of  the  piston."  2 

The  oil  is  injected  directly  into  the  cylinder  in  a  fine  spray  but  still  in  liquid  form.  To 
convert  the  oil  into  a  spray  and  to  start  the  engine  by  means  of  compressed  air  an  air  com- 
pressor is  required.  There  is  no  electric  spark  or  other  artificial  ignition  necessary,  the  com- 
pression of  air  hi  the  cylinder  producing  the  temperature  required  to  cause  the  combustion  of 
the  oil.  The  burning  of  the  oil  directly  in  the  cylinder  causes  a  very  high  temperature,  although 
not  so  high  as  the  temperature  reached  in  gas  engines,  and  necessitates  cooling  appliances. 
The  valves  and  bearings  of  the  piston  are  ordinarily  cooled  by  circulating  water  or  oil. 

The  "foregoing  description  applies  to  the  four-cycle  type  of  Diesel  engine.  There  are, 
however,  two  other  types  of  Diesel  engines,  the  two-cycle  single-acting  and  the  two-cycle 
double-acting  engines.  Two-cycle  engines  are  distinctive  in  that  they  perform  the  various 
operations  above  outlined  in  two  instead  of  four  strokes. 

The  first  stroke  of  the  two-cycle  single-acting  engine  (the  engine  being  started  by  com- 
pressed air)  compresses  the  air  which  has  been  forced  hi  to  the  cylinder  by  a  scavenge  pump. 
Fuel  oil  is  injected  by  an  air  compressor  into  the  cylinder,  where  it  is  ignited  by  the  high  tem- 
perature of  the  compressed  air  in  the  cylinder.  The  second  stroke  is  caused  by  the  expansion 
due  to  combustion  and  is  the  working  stroke.  Durhig  the  second  stroke  also  the  scavenge 
pump  expels  the  burnt  gases  through  the  exhaust  and  refills  the  cylinder  with  fresh  air. 

The  two-cycle  double-acting  engines  differ  from  single-acting  engines  chiefly  hi  that  each 
stroke  is  a  working  stroke.  The  cylinders  of  the  double-acting  enghie  are  really  double.  Oil 
is  injected  alternately  at  each  of  the  ends  of  the  cylinder — i.  e.,  alternately  above  and  below 
the  piston — thereby  causing  each  stroke  to  be  a  working  stroke.  The  two-cycle  double-acting 
engine  is  described  by  Mr.  A.  P.  Chalkley  as  follows: 

Consider  the  piston  in  its  bottom  position  when  it  is  fully  uncovering  the  exhaust  valves  in  the  center  and  the 
space  above  the  piston  is  full  of  pure  air  which  has  been  injected  by  the  scavenge  pump,  while  below  the  piston  in 
the  cylinder  is  the  air  which  has  been  compressed  to  a  high  pressure  in  the  last  downward  stroke.  The  upward  stroke 
is  then  a  combination  of  the  two  Btrokes  in  the  two-cycle  single-acting  engine  already  described.  Above  the  piston 
the  air  is  compressed,  while  below  the  piston  there  is  first  fuel  injection  and  combustion,  then  expansion,  and  finally 
opening  of  the  scavenge  valves,  admission  of  scavenge  air  and  the  consequent  expulsion  of  the  burnt  gases  to  the 
exhaust  through  the  exhaust  ports  which  are  uncovered  as  before  as  the  piston  reaches  the  end  of  its  stroke.3 

The  engines  here  described  are  vertical  stationary  engines,  but  the  principles  are  the  same 
in  horizontal  engines  and  are  the  same  in  marine  as  in  stationary  engines. 

Structurally,  four-cycle  engines  differ  from  those  of  the  two-cycle  type  in  the  arrangement 
of  valves  and  in  the  necessity  of  having  a  scavenge  pump.  In  the  four-cycle  engine  the  piston 
itself  removes  the  burnt  gases  and  fills  the  cylinder  with  fresh  air.  Two  strokes  are  eliminated 
in  the  two-cycle  engine;  but  this  necessitates  a  scavenge  pump,  which  is  separate  from  the  air 
compressor.  The  function  of  the  scavenge  pump  is  to  force  the  exhaust  gases  out  of  the  cyl- 
inder through  the  exhaust  ports  and  to  leave  the  cylinder  at  the  end  of  the  stroke  full  of  fresh 
air,  all  valves  being  closed. 

Each  of  the  three  types  of  Diesel  engines  is  used  for  marine  work;  but  at  present  there 
seems  to  be  a  tendency  to  favor  the  two-cycle  engines.     The  four-cycle  engine  is  of  the  highest 

1  See  A.  P.  Chalkley,  Diesel  Engines  for  Land  and  Marine  Work,  p.  27-28.  !  Ibid.,  p.  28.  >  Ibid.,  p.  34. 


MEASUREMENT  OF   VESSELS  FOR  PANAMA  CANAL.  149 

efficiency,  although  its  two  extra  piston  strokes  per  cycle  consume  some  energy.  Moreover, 
it  requires  no  scavenge  pumps,  the  energy  required  to  drive  which,  in  the  case  of  the  two-cycle 
engine,  gives  that  type  of  engine  a  somewhat  lower  mechanical  efficiency.  The  four-cycle 
engine  having  been  in  use  longer  than  the  two-cycle  engines,  its  builders  have  had  more  expe- 
rience.    Presumably,  the  technical  development  of  the  four-cycle  engine  is  more  advanced. 

In  spite  of  the  higher  efficiency  of  the  four-cycle  engine,  however,  there  are  various  con- 
siderations which  have  caused  some  of  the  more  recently  built  vessels  to  be  equipped  with 
two-cycle  single-acting  engines.     The  considerations  may  be  summarized  as  follows: 

(1)  The  two-cycle  single-acting  engine  requires,  to  produce  the  same  power,  only  half  the 
number  of  cylinders  needed  in  a  four-cycle  engine.  The  space  required  by  the  two-cycle  type 
and  the  weight  are  therefore  less  than  for  the  four-cycle,  even  though  the  latter  engine  requires 
no  scavenge  pump.  (2)  The  two-cycle  engine  is  more  easily  reversed  than  the  four-cycle,  its 
valve  mechanism  being  less  complicated.  (3)  The  two-cycle  engine  has  no  exhaust  valves, 
but  has  ports  which  the  scavenge  pump  keeps  free  from  foul  accumulations,  no  cleaning  being 
necessary. 

The  two-cycle  double-acting  Diesel  marine  engine  requires  fewer  cylinders  than  the  two- 
cycle  single-acting  type.  The  difficulties  '  encountered  in  operating  the  two-cycle  double- 
acting  engine  have  been  due  to  the  greater  complexity  in  valve  arrangements,  to  the  difficulties 
with  piston-rod  stuffiing  boxes,  to  the  difficulty  of  cooling  the  pistons  and  rods,  and  to  the 
inaccessibility  of  parts  for  overhauling.  Very  large  scavenge  pumps  are  required  in  double- 
acting  engines,  the  saving  in  space  and  weight  due  to  fewer  cylinders  being  thereby  partly 
counterbalanced.  Much  less  has  thus  far  been  accomplished  in  perfecting  the  double-acting 
as  compared  with  the  single-acting  engine,  and  it  is  uncertain  whether  the  two-cycle  double- 
acting  or  the  two-cycle  single-acting  engine  will  prevail  in  the  future.  Indeed,  it  is  not  certain 
that  the  four-cycle  marine  engine  will  be  displaced.  Each  of  the  three  types  of  Diesel  engines 
is  at  present  in  use,  and  it  is  problematical  what  the  future  developments  will  be.  In  fact, 
engines  of  the  same  type  when  manufactured,  as  they  are,  by  many  different  companies,  differ 
in  matters  of  construction  details.2 

Mr.  Diesel  believes  that  the  two-cycle  type  will  prevail.  He  states  that  "The  Diesel  engine 
is  really  predestined  for  the  two-stroke  cycle;  it  is  the  born  two-cycle  engine,  and  this  for  the 
following  reasons:  (1)  Because  the  scavenging  is  made  with  pure  air  only  and  not,,  as  in  the  gas 
engine,  with  a  mixture  of  air  and  gas,  so  that  there  is  no  possibility  of  fuel  losses  by  scavenging; 
(2)  because  there  can  be  given  a  very  great  quantity  of  scavenging  air,  which  insures  a  perfect 
scavenging  of  all  the  combustion  gases.  For  these  reasons  there  is  no  doubt  to-day  that  the 
marine  Diesel  engine  of  the  future  will  be  of  the  two-stroke  type."  3  There  is,  however,  no 
consensus  of  opinion  in  favor  of  the  two-cycle  engine.4 

Various  manufacturers  are  constructing  internal-combustion  oil  engines  on  a  somewhat 
different  principle  than  that  of  the  Diesel  engine.  The  so-called  "vaporizer  oil  engines"  are  a 
compromise  between  the  Diesel  and  the  gas  engine.  As  above  explained,  the  Diesel  engine 
obtains  power  from  the  combustion  or  burning  of  oil  sprayed  into  the  cylinder,  the  heat  neces- 
sary to  cause  ignition  being  obtained  by  the  compression  of  air,  while  the  gas  engine  obtains 
power  from  the  explosion  of  gas  in  the  cylinder,  the  heat  necessary  to  cause  ignition  being 
produced  locally  by  an  electric  spark  or  other  appliance.  Vaporizer  oil  engines  obtain  their 
power  from  the  combustion  of  oil  vapor  in  the  cylinder  and  the  vapor  is  locally  ignited  as  in 
a  gas  engine.  They  differ  from  the  Diesel  engine  in  that  they  vaporize  the  oil  and  ignite  it 
locally  and  from  the  gas  engine  in  that  they  do  not  depend  upon  the  explosion  of  gas.  They 
are  equipped  with  vaporizers  which  convert  the  oil  into  a  thin  vapor,  the  more  volatile  parts  of 
which  approximate  gas  and  explode  when  ignited,  while  the  less  volatile  parts  remain  in  liquid 
form  and  burn  as  does  the  sprayed  oil  in  the  Diesel  engine.5 

i  J.  T.  Milton,  Diesel  Engines  for  Sea-Going  Vessels,  in  Transactions  of  the  Institution  of  Naval  Architects  of  Great  Britain,  1911,  p.  61. 
«  E.  Shackleton,  Modern  Developments  in  British  and  Continental  Oil  Engine  Practice.    Proceedings  of  the  British  Institute  of  Marine 
Engineers,  1911-12,  pp.  53-84,  162;  J.  T.  Milton,  ibid.,  pp.  170-174. 
a  Transactions  of  Institution  of  Naval  Architects,  1911,  p.  81. 
<  International  Marine  Engineering,  March,  1913,  pp.  102-104. 
'  W.  P.  Durtnall,  The  Internal  Combustion  Engine.    Proceedings  of  the  British  Institute  of  Marino  Engineers,  1910-11,  p.  391. 


150  MEASUREMENT   OF  VESSELS   FOE  PANAMA   CANAL. 

There  are  different  makes  of  vaporizer  engines,  the  variations  being  mainly  in  the  kind  of 
vaporizer  employed,  and  in  the  apparatus  used  for  igniting  the  vapor.1  Bulb-shaped  ignition 
lamps,  igniter  balls  heated  by  blow  lamps,  electric  sparks,  and  other  igniting  devices  are  provided 
to  ignite  the  vapor.     Vaporizer  engines  like  those  of  the  Diesel  type  may  be  4-cycle  or  2-cycle. 

The  advantages  claimed  for  vaporizer  engines  are  that  they  do  not  require  powerful  and 
expensive  air  compressors,  and  that  they  have  a  cheaper  initial  cost.  In  one  type  of  vaporizer 
engine,  for  example,  the  air  in  the  cylinder  is  compressed  to  about  150  pounds  per  square  inch 
instead  of  to  500  pounds  or  more,  as  in  the  Diesel  engine,  and  the  fuel  is  injected  at  a  pressure 
of  about  400  pounds  per  square  inch  instead  of  at  800  pounds  or  more,  as  is  required  by  the 
Diesel.  The  high  air  pressures  in  the  cylinder  are  avoided  by  the  use  of  an  ignition  chamber 
and  by  a  bulb-shaped  ignition  lamp. 

The  disadvantages  of  the  vaporizer,  as  compared  with  the  Diesel  engine,  are  higher  fuel 
consumption  and  lower  efficiency.  There  is  no  universally  accepted  opinion  as  to  the  relative 
merits  of  Diesel  and  vaporizer  engines.  Both  are  in  actual  use,  but  the  Diesel  is  more  widely 
used  and  more  actively  pushed  in  marine  circles.     At  present  it  has  the  lead. 

Some  engines  have  recently  been  constructed  with  an  apparatus  for  heating  the  incoming 
air  before  compression,  thus  avoiding  the  necessity  for  high  air  pressures.2  In  other  respects 
these  engines  are  built  on  the  Diesel  plan.  It  is  not  certain  that  such  engines  are  sufficiently 
different  from  the  Diesel  to  require  separate  classification,  nor  have  they  as  yet  been  con- 
structed in  sufficient  numbers  to  warrant  discussion  in  a  paper  on  tonnage  measurement 

III.    FUEL    OILS    IN    INTERNAL    COMBUSTION    OIL    ENGINES. 

Many  kinds  of  fuel  oil  are  used  in  internal-combustion  oil  engines,  indeed,  Mr.  Diesel  has 
stated  that  the  ordinary  Diesel  engine  can  be  operated  with  any  kind  of  oil  except  tar  oils 
which  require  a  special  arrangement,  and  that  "with  this  arrangement,  the  engine  is  universal 
for  any  kind  of  fuel."  3  As  a  matter  of  fact,  however,  not  all  kinds  of  oil  can  be  used  in  actual 
practice,  because  the  cost  of  oil,  the  danger  of  fire  and  explosion,  and  the  presence  of  trouble- 
some chemicals  and  gases  must  be  considered  in  the  choice  of  fuel.  Gasoline  (petrol),  naphtha, 
kerosene  (paraffin  od),  and  other  natural  oils  which  have  gone  through  a  refining  process  can 
be  used,  but  their  excessive  cost  and  their  deficiency  in  safety  qualities  at  present  prohibit  their 
extensive  use  in  large  marine  oil  engines.  Diesel  engines  can  be  operated  with  alcohol, and 
vegetable  and  animal  oils  of  various  kinds;4  but  in  practice  these  fuels  are  not  extensively  used 
at  present,  because  of  being  costly  or  dangerous  or  of  inferior  qualities. 

Tar  or  creosote  oils,  the  by-products  of  the  distillation  of  coal  and  of  the  manufacture  of 
coke,  are  beginning  to  be  used  in  Diesel  engines  and  may  be  more  extensively  used  in  the  future,5 
but  such  oils  require  special  alterations  in  the  design  of  the  engine.  Mr.  Paul  Rieppel,  of  the 
Machinenfabrik  Augsburg-Nurnberg,  after  experiments  with  many  oils,  has  concluded  that — 

The  various  hydrocarbon  oils  which  occur  either  as  natural  products  or  as  the  result  of  distillation  either  of  brown 
coal,  ordinary  coal,  or  crude  oils,  may  be  divided  into  two  classes,  which  differ  very  much  in  their  behavior  when 
raised  to  a  higher  temperature.  Those  of  one  class,  when  raised  to  such  a  temperature  as  is  obtained  by  the  compression 
in  Diesel  engines,  readily  decompose  into  free  hydrogen  and  heavier  hydrocarbons;  those  of  the  other  class  at  first  only 
vaporize,  or  partially  vaporize,  and  require  much  higher  temperature  than  that  due  to  the  compression  for  their  decom- 
position. In  those  of  the  first  class  the  hydrogen,  because  of  its  easy  ignition,  burns  first,  and  the  resulting  heat  enables 
the  remainder  of  the  hydrocarbons  to  become  completely  burnt,  the  total  combustion  taking  an  appreciable  though 
small  amount  of  time.  In  the  second,  a  very  high  temperature  is  required  to  initiate  combustion,  which  when  com- 
menced approximates  to  an  explosion,  owing  to  part  of  the  oil  having  been  made  gaseous  becoming  mixed  with  the 
compressed  air  and  so  constituting  an  explosive  mixture.  The  latter  oils,  therefore,  may  be  either  not  properly  con- 
sumed or  they  may  be  burned  with  explosive  violence.6 

1  E.  Shackleton,  Modern  Developments  in  British  and  Continental  Oil  Engine  Practice,  Ibid.  1911-12,  pp,  71-74. 

'  "Power,"  Mar.  11, 1913,  p.  338;  International  Marine  Engineering,  April,  1913,  vol.  18,  p.  173  et  seq. 

8  Transactions  of  Institution  of  Naval  Architects,  1911,  p.  81. 

«  R.  Diesel,  Introduction  to  Chalkley's  Diesel  Engines  for  Land  and  Marine  Work,  p.  5. 

'  Ibid.,  p.  3. 

6  Transactions  of  Institution  Naval  Architects,  1911,  p.  55. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  151 

Mr.  J.  T.  Milton,  Lloyd's  chief  engineer  surveyor,  quotes  with  approval  the  statement  of 
Mr.  Rieppel  that — 

Even  these  oils  [of  the  second  class]  can  be  used  in  the  Diesel  engine  by  means  of  special  alterations  in  design, 
but  it  would  appear  that  they  could  not  be  used  in  an  engine  adjusted  for  the  more  suitable  oils.  In  general,  the  oils 
which  are  not  suitable  appear  to  be  the  result  of  distillation  of  ordinary  coal,  so  that  this  matter  is  of  more  importance 
to  the  users  of  land  engines,  whilst  the  oils  made  from  brown  coal  or  from  natural  crude  oils  appear  to  be  well  suited 
for  Diesel  engines.1 

The  oils  at  present  most  widely  used  in  internal-combustion  marine  engines  are  the  heavy 
crude  and  residual  mineral  oils.  As  compared  with  gasoline,  naphtha,  and  kerosene  they  have  the 
advantages  of  lower  cost,  greater  safety  in  handling  and  storing,  and  greater  heat  and  power 
efficiency  per  pound  of  fuel.  Tar  oil  distilled  from  coal  and  brown  coal  (lignite)  is  much  used, 
especially  in  Germany,  the  distillation  from  ordinary  coal  being  supplemented  with  smaller 
amounts  of  crude  mineral  oil  to  reduce  the  high  flash  point. 

In  oil-producing  countries  and  in  countries  without  import  duties  on  mineral  oil  Diesel 
engines  are  usually  run  with  residual  oil,  crude  oil  being  also  used  to  some  extent.  Residual  oil, 
which  is  heavy  mineral  oil  remaining  after  the  lighter  oils  such  as  benzine,  gasoline,  and  kerosene 
have  been  distilled,  was  often  wasted  as  a  useless  by-product  of  oil  refineries  until  it  began  to  be 
used  in  Diesel  engines.  Residual  oil  will  continue  to  be  used,  but  should  internal-combustion 
marine  engines  come  to  be  widely  used,  there  is  no  doubt  that  the  crude  mineral  oil  as  it  comes 
from  the  wells  will  be  more  widely  utilized  than  at  present.  The  extensive  oil  fields  of  California 
and  parts  of  those  in  Texas  and  in  the  Kansas-Oklahoma  field  produce  heavy  fuel  oil  not  so 
largely  used  for  refining  purposes  as  for  fuel  in  oil-burning  steam  engines. 

Diesel  marine  engines  can  be  operated  with  the  heaviest  crude  oils,  and  such  oils,  although 
having  a  rather  low  flash  point,  can  be  used  with  safety  in  Diesel  engines.  Lloyd's  Society 
has  not  yet  deemed  it  necessary  to  establish  special  rides  as  to  the  permissible  flash  point  of 
fuel  oil  nor  as  to  the  location  of  fuel  tanks  on  vessels  equipped  with  Diesel  engines;  but  the 
society's  chief  engineer  surveyor,  as  the  result  of  an  investigation,  has  stated  that — 

Considerations  of  safety  render  it  necessary  to  use  in  ship's  boiler  furnaces  only  fuel  oils  having  a  comparatively  high 
flash  point.  This  practically  shuts  out  from  marine  boiler  use  those  crude  oils  which  do  not  contain  sufficient  of  the 
lighter  hydrocarbons  to  make  it  profitable  to  distil  them,  but  which  contain  sufficient  to  give  them  a  comparatively 
low  flash  point.  If  the  oils  are  to  be  used  in  closed  cylinders  instead  of  in  ordinary  boiler  furnaces  there  is  not  the  same 
necessity-  for  demanding  a  high  flash  point.  Experience  has  shown  that  even  the  extremely  volatile  petrol  (gasoline) 
can  be  safely  carried  in  bulk  on  board  ship.2 

The  location  of  oil  fields  and  the  supply  of  oil  which  vessels  can  obtain  in  different  parts 
of  the  world  will  necessarily  affect  the  space  that  vessels  must  devote  to  the  storage  of  oil.  Fuel 
oil  is  sold  at  a  wide  range  of  ocean  fuel  stations,  and  should  internal-combustion  oil  marine  engines 
become  more  common,  the  number  of  oil  stations  may  be  expected  gradually  to  increase.  Just 
as  the  multiplication  of  coaling  stations  has  reduced  the  space  occupied  by  coal  bunkers,  so  will 
the  increase  in  the  number  of  oil  stations  permit  the  space  required  for  fuel  oil  to  be  smaller  on 
vessels  equipped  with  oil  engines. 

Fuel  oil  carried  in  the  double  bottom  occupies  spaces  not  available  for  cargo,  but  when  oil 
is  stored  in  deep  tanks,  it  takes  up  a  part  of  the  hold  that  ordinarily  might  be  used  for  cargo. 
The  use  of  different  kinds  of  oil  having  a  low  flash  point  may  influence  the  location  of  fuel  oil 
spaces,  thereby  affecting  the  relative  spaces  available  for  cargo.  While  Lloyd's  Society  permits 
the  carriage  of  oil  with  a  minimum  flash  point  of  150°  F.  in  double  bottoms  under  cargo  holds, 
it  is  not  certain  that  oils  with  much  lower  flash  points  can  be  safely  carried  in  that  way.  Lloyd's 
chief  engineer  surveyor  expresses  the  opinion — 

That  extended  experience  has  shown  that  the  requirements  of  Lloyd's  rule  for  oil-fuel  bunkers,  etc.,  have  proved 
their  sufficiency  for  safely  dealing  with  heavy  oils  suitable  for  boiler  fuel  having  a  flash  point  of  not  less  than  150°  F. 
*  *  *  If,  however,  oils  are  to  be  used  for  engine  fuel  which  have  a  low  flash  point,  or  which  give  off  a  perceptible 
amount  of  gas,  it  will  be  undesirable  to  cany  them  in  double  bottoms  under  cargo  holds  or  in  spaces  from  which  a 

'  Transactions  Institution  Naval  Architects,  1911,  p.  56.  >  Ibid.,  p.  55. 


152  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

leakage  would  permit  of  vapors  or  gas  penetrating  into  cargo  holds  or  other  closed  spaces  where  they  would  be  a  source 
of  danger.1 

It  is  evident  from  the  foregoing  statement  of  Lloyd's  chief  engineer  surveyor  that  the  use  of 
double-bottom  compartments  for  fuel  oil  must  depend  upon  the  kinds  of  oil  consumed.  If  deep 
tanks  instead  of  the  double-bottom  spaces  must  be  used  to  stow  fuel  oil,  one  of  the  advantages 
of  oil  over  coal  as  a  fuel  is  lessened.  It  may  probably  be  assumed,  however,  that  experience 
will  demonstrate  the  possibility  of  carrying  the  cheaper  fuel  oils  safely  in  the  double  bottoms 
of  vessels. 

IV.    EFFECT  OF  THE  INTERNAL-COMBUSTION  ENGINE  UPON  PROPELLING-POWER  SPACES  AND  SPACES 

AVAILABLE   FOR    CARGO. 

The  evidence  presented  in  the  following  paragraphs  shows  clearly  that  the  use  of  internal- 
combustion  engines  reduces  the  space  occupied  by  propelling  power  machinery  and  fuel.  The 
reduction  in  propelling  machinery  space  results  mainly  from  three  facts,  that  there  are  no  boil- 
ers, that  there  are  no  light  and  air  shafts  leading  to  the  boiler  room,  and  that  no  smoke  funnels 
are  required.  The  practice  as  to  the  construction  of  spaces  to  admit  light  and  air  to  the  engine 
room  and  the  practice  as  to  construction  of  funnels  to  carry  off  the  gases  from  the  engine 
room  are  not  yet  uniform,  and  there  are,  moreover,  various  plans  followed  as  regards  the  kind 
of  auxiliary  machinery  2  used  for  navigation  purposes.  When  the  auxiliary  engines  are  con- 
nected with  the  main  engine  room,  they  form  a  part  of  the  machinery  space  which  is  made 
the  basis  of  calculating  propelling  power  deductions.  At  the  present  time,  some  ships  equipped 
with  Diesel  engines  for  propelling  power  have  donkey  engines  with  steam  boilers,  while  other 
vessels  have  donkey  engines  driven  by  compressed  air  or  by  electric  motors  with  dynamos 
driven  by  auxiliary  Diesel  engines  or  by  steam  engines  having  boilers  in  which  steam  is  gener- 
ated by  exhaust  gases.  There  is,  moreover,  as  was  stated  above,  no  uniformity  in  the  type 
of  engine  used  on  vessels  equipped  with  internal-combustion  engines — four-cycle,  two-cycle 
single-acting,  and  two-cycle  double-acting  engines  being  in  service.  As  has  been  explained, 
the  four-cycle  engine,  which  is  largely  used  for  marine  service,  requires  more  space  than  does 
the  two-cycle  single-acting  engine,  which  in  turn  is  larger  than  the  two-cycle  double-acting 
engine. 

In  considering  rules  for  propelling  power  deductions,  the  facts  just  stated  must  be  given 
consideration.  It  is  evident  that  the  percentage  of  reduction  in  engine-room  space  resulting 
from  the  use  of  internal-combustion,  instead  of  steam,  engines  is  not  uniform  for  all  ships. 
Regarding  the  relative  spaces  occupied  by  propelling  machinery  in  vessels  with  steam  engines  and 
vessels  having  Diesel  engines  of  like  power,  the  secretary  of  Lloyd's  Register  of  British  and 
Foreign  Shipping  states  that,  "upon  a  comparison  of  the  existing  Diesel-engined  vessels  with 
steamers  of  somewhat  similar  dimensions,  it  would  appear  that  the  machinery  space  in  the  former 
works  out  at  about  18.75  per  cent  of  the  gross  tonnage,  as  compared  with  19.85  per  cent  in  the 
latter  type  of  vessel  on  the  average.  In  some  individual  cases  the  disparity  is  very  much 
greater."  3 

In  order  to  ascertain  the  saving  in  engine-room  space  that  may  be  effected  by  the  use  of 
internal-combustion  engines,  letters  were  addressed  to  several  builders  of  such  engines  in  the 
United  States  and  Europe.  The  information  secured  from  them,  which  is  here  summarized, 
shows  that  the  possible  saving  in  engine-room  space  varies  from  20  to  33  per  cent.  That  this 
is  probably  a  conservative  statement  on  the  part  of  engine  builders  is  indicated  by  the  fact 
that  when  the  polar  ship  Fram  was  equipped  with  Diesel  engines  a  saving  of  45  per  cent 
was  effected  in  the  volume  of  the  engine  room.  According  to  Mr.  Diesel,  various  small  warships 
have  reduced  engine-room  space  50  per  cent  by  means  of  Diesel  engines.4 

The  Nederlandsche  Fabriek  van  Werktuigen  en  Spoorwegmateriee  of  Amsterdam  writes 
that  "the  engine-room  space  required  by  a  Diesel  engine  is  two- thirds  of  the  space  required  for 

1  Transactions  Institution  Naval  Architects,  1911,  p.  56. 

2  W.  R.  Cummings,  Auxiliary  Machinery  for  Internal  Combustion  Engined  Vessels,  Proceedings  of  the  British  Institute  of  Marine  Engineers, 
1911-12,  p.  394;  J.  T.  Milton,  Transactions  of  tho  Institution  of  Naval  Architects,  1911,  p.  66;  A.  P.  Chalkley,  Diesel  Engines,  etc.,  p.  157. 

•  From  a  letter  dated  June  28,  1913. 

1  R.  Diesel,  The  Present  Status,  etc.,  p.  36. 


MEASUKEMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


153 


coal  or  oil  burning  steam  engines  of  the  same  power."  '  The  statement  of  Usines  Carels  Freres 
of  Ghent,  Belgium,  is  that  ' '  the  space  required  by  Deisel  engines  of  equivalent  power  to  steam 
is  at  least  20  per  cent  less."  2  The  Great  Lakes  Engineering  Works  at  Detroit  writes  that 
'the  engine  and  boiler  room  space  required  by  a  Diesel  engine  is  80  per  cent  of  the  space  for 
coal  or  oil  burning  machinery  of  the  same  power."  3  George  Clark  (Ltd.),  South  wick  Engine 
Works,  Sunderland,  England,  states  that  the  space  required  for  the  main  and  auxiliary  machin- 
ery of  Diesel  engines  is  about  two-thirds  that  required  for  steani  engines.4 

It  should  be  noted,  however,  that  the  reduction  in  engine-room  space  made  possible  by 
the  use  of  Diesel  engines  is  not  always  effected,  because  shipowners  desire  the  volume  of  the 
engine-room  to  be  slightly  more  than  13  per  cent  of  the  entire  space  included  hi  gross  tonnage, 
in  order  thereby  to  entitle  the  ship  to  a  propelling  power  deduction  of  32  per  cent  of  the  gross 
tomiage.  The  percentage  rule  as  to  propelling  power  deduction  may  thus  cause  the  engine- 
room  to  be  unnecessarily  large — may  cause  space  to  be  wasted.  The  evidence  of  this  fact, 
furnished  by  engine  builders,  is  instructive. 

In  describing  the  Selandia,  a  large  Danish  vessel  of  the  East  Asiatic  Co.,  the  vessel's  builder 
stated  that 5  "  One  condition  on  which  the  contract  for  the  vessel  was  made  was  that  the  propor- 
tion of  the  engine-room  space  should  be  at  least  the  13  per  cent  which  was  required  by  the 
tomiage  laws,  and  the  engine-room  space  has  accordingly  been  made  13.2  per  cent." 

The  following  statement  was  made  by  a  large  British  builder  of  Diesel  engines  in  describing 
a  merchant  vessel  equipped  with  Diesel  engines : 

We  found  that  we  could  reduce  the  engine  room  very  materially,  and  so  we  reduced  it  as  much  as  possible  con- 
sistent with  getting  the  32  per  cent  reduction  in  tonnage,  which  of  course  we  must  have.  That  really  fixed  the  size 
of  our  engine  room.6 

Burmeister  &  Wain,  Diesel  engine  builders  of  Copenhagen,  write  as  follows: 

The  engine-room  space  required  for  a  Diesel  engine  can  be  smaller  than  that  required  for  engines  and  boilers  in 
a  steamer.  In  the  motor  liners  we  have  built  up  to  date  we  have  always  been  obliged  to  guarantee  that  the  Diesel 
engine  space  was  13.2  per  cent  of  the  total  cubic  space  in  order  to  obtain  a  reduction  of  32  per  cent;  with  new  rules 
the  space  can  be  a  great  deal  reduced.7 

Sulzer  Bros.,  of  Winterthur,  Switzerland,  write  as  follows: 

In  consequence  of  the  small  number  of  ocean-going  motor  boats  in  service  up  to  the  present  date  it  appears  rather 
difficult  to  give  you  reliable  figures  for  the  purpose  in  question.  In  accordance  with  the  international  rules  for  the 
tonnage  measurement  of  ships,  the  builders  of  motor  boats  in  Europe  have  made  use  of  the  provision  that  32  per  cent 
may  be  deducted  from  the  gross  tonnage  if  the  engine-room  tonnage  exceeds  13  per  cent  of  the  gross  tonnage.  To 
obtain  this  advantage  with  motor-driven  boats  the  size  of  the  space  for  the  motor,  including  all  auxiliary  appliances, 
spaces  of  scavenging  air,  ventilation,  etc.,  has  been  made  just  as  large  as  that  used  for  steam  propulsion,  in  spite  of  a 
smaller  space  being  sufficient  for  motors.  Of  course  the  increase  of  the  motor-room  space  above  that  required  is  not 
solely  owing  to  the  reason  explained  above,  but  also  to  the  necessity  of  providing  for  a  donkey  boiler  space,  which  in 
most  large  steam-propelled  boats  is  avoided  by  using  the  main  boilers  alternately  for  driving  the  winches,  etc.  *  *  * 
The  engine-room  space  required  by  a  Diesel  motor  ship  of,  say,  about  10,000  tons  dead  weight  and  less  equals  that 
of  a  boat  of  the  same  size  and  engine  power  propelled  by  steam  and  will  probably  remain  so  as  long  as  the  present 
measurement  rules  are  valid.8 

On  merchant  ships  equipped  with  internal-combustion  oil  engines  the  actual  reduction  of 
the  machinery  space  depends,  as  is  indicated  by  the  above  quotations,  largely  upon  the  tonnage 
laws,  and  is  frequently  much  less  than  it  might  be  hi  the  absence  of  such  laws.  The  reduction 
is,  moreover,  less  in  some  cases  than  in  others,  depending  upon  the  type  of  vessel  and  the  general 
relation  between  its  machinery  spaces  and  gross  tonnage.  This  influence  of  national  tonnage 
laws  will  doubtless  continue  even  though  the  Board  of  Trade  rule  regarding  propelling  power 
deductions  is  not  applied  at  Panama,  because  all  merchant  vessels  will  continue  to  pay  port 
dues,  tomiage  taxes,  and  commercial  charges  of  various  kinds  on  the  basis  of  then  national 
net  register  tomiage.  The  owners  of  the  Selandia,  for  example,  which  is  used  for  trade  through 
the  Suez  Canal,  where  the  Danube  instead  of  the  Board  of  Trade  rule  is  applied  in  making 


i  Letter  of  Apr.  7,  1913. 
2  Letter  of  May  1, 1913. 
»  Letter  of  May  12, 1913. 
•  Letter  of  May  15, 1913. 

61861°— 13 11 


5  Transactions  of  the  Institution  of  Naval  Architects,  1912,  p.  80. 
•  Transactions  of  the  Institution  of  Naval  Architects,  1911,  p.  89. 
'  Letter  of  Apr.  8, 1913. 
»  Letter  of  May  6, 1913. 


154  MEASTJKEMENT   OF   VESSELS   FOB  PANAMA   CANAL. 

propelling  power  deduction,  thought  it  necessary  to  have  the  ship's  engine-room  space  exceed 
13  per  cent  of  the  gross  tonnage,  in  order  to  bring  the  vessel  under  the  32  per  cent  rule  when 
being  measured  for  national  registry. 

The  reduction  in  fuel  space  on  merchant  vessels  with  internal-combustion  oil  engines  as 
compared  with  steamships  is  of  greater  importance  than  any  saving  resulting  from  reduced 
machinery  space.  Statements  as  to  the  relative  space  required  for  fuel  in  a  vessel  equipped 
with  internal-combustion  oil  engines,  as  compared  with  a  vessel  having  steam  engines  of  like 
power  burning  either  coal  or  fuel  oil,  vary  considerably;  but  the  evidence  indicates  that  vessels 
with  internal-combustion  engines  ordinarily  require  but  20  to  30  per  cent  of  the  volume  of  the 
fuel  needed  by  steamers  of  like  engine  power.  The  Secretary  for  Lloyd's  Register,  in  the 
letter  quoted  above,  estimates  the  fuel  spaces  for  Diesel  engines  to  be  26  per  cent  of  the  fuel 
spaces  in  coal-burning  steam  engines  of  like  power.  Lloyd's  chief  engineer  surveyor  states  that 
ordinarily  the  weight  of  fuel  needed  by  the  Diesel  engine  is  28  per  cent  of  that  required  by  the 
steam  engine.1     In  discussing  this  statement,  Mr.  Diesel  asserted  that — 

This  statement  is  based  only  on  the  figures  of  consumption  per  brake  horsepower.  In  practice  the  proportion  is 
much  more  advantageous,  because  the  boilers  use  a  good  deal  of  coal  by  being  kept  under  fire  even  when  there  is  no 
work  or  much  less  work  to  do,  whilst  the  Diesel  engine  only  consumes  fuel  when  there  is  work  to  do,  and  the  consump- 
tion is  nearly  proportional  to  the  work  done  *  *  *  In  fact  the  proportion  of  fuel  to  be  carried  with  the  Diesel 
engine  is  only  one-fifth,  or  even  in  special  cases  one-sixth,  compared  with  the  amount  of  coal  necessary  for  steam 
engines.2 

Usines  Carels  Freres  write  as  follows: 

The  space  required  for  fuel  for  a  Diesel  engine  as  compared  with  a  steam  engine  of  equivalent  capacity  is  not  to 
exceed  25  per  cent  of  that  of  steam.  In  the  majority  of  cases  the  storage  space  for  the  oil  is  provided  in  the  double 
bottoms  and  in  the  ballast-tank  space  fore  and  aft  of  the  ship,  and  does  not  occupy  a  single  cubic  foot  of  space  that  is 
available  for  cargo.3 

Burmeister  and  Warn  state  that — 

The  Diesel  engine  consumes  of  oil  one-fourth  to  one-fifth  of  the  quantity  of  coal  to  be  consumed  in  a  steamer, 
weight  against  weight.'1 

The  Nederlandsche  Fabriek  states  that — 

The  space  required  for  fuel  for  a  Diesel  engine  is  one-fourth  of  the  space  required  for  the  oil  for  an  oil-burning  engine 
of  like  power.6 

The  agent  for  Lloyd's  Register  at  Philadelphia  writes  that — 

Dr.  Diesel  estimates  20  per  cent  only  in  weight  of  oil  or  one-fifth  that  required  for  coal,  but  the  conservative 
estimate  is  30  per  cent.6 

Sulzer  Bros,  state  that — 

The  space  required  for  fuel  for  a  Diesel  engine  is  approximately  25  to  30  per  cent  of  that  required  for  coal-burning 
engines  of  the  same  power.7 

The  Great  Lakes  Engineering  Works  state  that — 

The  space  required  for  fuel  for  Diesel  machinery  is  25  per  cent  of  the  space  required  for  coal-burning  machinery 
of  like  power.8 

George  Clark  (Ltd.),  Southwick  Engine  Works,  Sunderland,  England,  states  that — 

The  fuel  space  for  the  Diesel  engine  is  75  per  cent  less  than  that  of  the  steam  engine  burning  coal  or  oil,  based  on 
a  radius  of  3,000  nautical  miles.9 

In  considering  the  spaces  occupied  by  fuel  on  vessels  with  internal-combustion  engines,  and 
in  reasoning  concerning  the  present  and  probable  future  ratio  of  the  spaces  required  for  fuel 
by  internal-combustion  engines  and  steam  engines  of  like  power,  the  fact  must  be  kept  in  mind 
that  the  internal  combustion  engine  is  probably  still  in  the  early  stages  of  its  development. 
Conditions  may  so  change  as  .largely  to  alter  present  ratios.     Moreover,  it  is  to  be  expected  that 

i  Transactions  of  the  Institution  of  Naval  Architects,  1911,  p.  57.  «  Letter  of  Apr.  10, 1913. 

»  Ibid.,  p.  81.  »  Letter  of  May  6, 1913. 

»  Letter  of  May  1, 1913.  8  Letter  of  May  12,  1913. 

<  Letter  of  Apr.  8, 1913.  »  Letter  of  May  15, 1913. 
»  Letter  of  Apr.  7, 1913. 


MEASUKEMENT  OF  VESSELS  FOE  PANAMA  CANAL.  155 

the  number  of  oil  stations  will  largely  increase  if  the  internal-combustion  engine  should  come 
into  general  use.  This  would  enable  ship  owners  to  approach  the  minimum  fuel  space  necessary 
for  the  operation  of  vessels  equipped  with  internal-combustion  engines;  but  it  is  at  present 
impossible  to  forecast  how  extensively  the  internal-combustion  oil  engine  will  be  used  or  how 
rapidly  the  number  of  oil  stations  will  increase. 

Further  uncertainty  arises  from  the  fact  that  four-cycle  and  two-cycle  engines,  both  of 
which  are  in  actual  use,  require  unlike  quantities  of  oil.  Two-cycle  engines  at  present  are  said 
to  consume  from  20  to  25  per  cent  more  oil  than  do  four-cycle  engines  of  the  same  power. 
Whether  in  the  future  the  two-cycle  marine  engine  will  displace  the  four-cycle,  or  whether  both 
will  continue  to  be  used,  is  uncertain.  The  two-cycle  Diesel  engine  is  being  continually  improved ; 
and,  if  it  should  supplant  the  four-cycle  engine,  the  change  would  require  more  space  for  fuel  oil. 

An  increase  in  the  dead-weight  capacity  of  vessels  results  from  the  saving  in  machinery  and 
fuel  spaces  effected  by  fitting  vessels  with  internal-combustion  oil  engines.  Of  two  British 
cargo  vessels  of  the  same  dimensions  and  type,  it  was  found  that  the  vessel  with  Diesel  engines 
gained  200  tons  in  dead-weight  capacity  because  of  weight  of  fuel  saved  by  having  a  Diesel 
instead  of  a  coal-burning  engine.  In  fact,  the  total  saving  in  dead-weight  capacity  due  to  the 
Diesel  engines  and  fuel  oil  was  300  tons  as  compared  with  the  coal-burning  steamship.  The 
manufacturer  of  the  Diesel  engines  used  in  this  vessel  made  the  following  statement: 

Our  oil  engines  *  *  *  are  heavy,  but  still  we  shall  save  nearly  100  tons  as  compared  with  steam  engines  and 
boilers  of  the  same  power.  The  difference  in  weight  between  coal  and  oil  burned  will  show  a  saving  of  nearly  9  tons 
per  day  in  the  ordinary  work  of  the  trade  we  are  considering.  Take  it,  if  you  like,  at  only  8  tons  per  day;  these  par- 
ticular ships  bunker  at  the  commencement  of  their  voyage  for  25  days'  steaming,  so  that  you  have  a  saving  of  200  tons, 
that  is,  200  tons  of  additional  paying  cargo  that  can  be  carried  owing  to  having  less  weight  of  fuel,  besides  100  tons  due 
to  the  saving  in  the  weight  of  the  engines.1 

National  tonnage  laws  influence  the  volume  of  the  engine  room,  but  they  do  not  affect 
the  weight  of  the  engines  nor  the  gain  in  dead-weight  carrying  ability  due  to  the  use  of  lighter 
engines.  Mr.  Chalkley  makes  the  following  comparison  between  the  weight  of  a  Diesel  and  a 
steam  engine  of  relatively  low  power: 

Considering  only  the  slow-speed  Diesel  engine  of  the  ordinary  type  as  adapted  for  marine  work  (e.g.,  cargo  vessels) 
it  has  been  found  that  the  approximate  saving  in  weight  for  a  1,500  shaft  H.  P.  installation  is  somewhere  in  the  neigh- 
borhood of  150  tons  in  favor  of  the  Diesel  engine  as  compared  with  the  steam  equipment,  and  approximately  the  same 
ratio  applies  for  larger  powers.2 

The  possibility  of  saving  from  70  to  80  per  cent  in  weight  of  fuel  by  using  the  internal- 
combustion  instead  of  the  steam  engine  is  of  special  importance  for  freight  vessels  used  to 
carry  heavy  bulk  cargo.  With  such  ships  dead-weight  carrying  ability  is  of  first  moment, 
whereas,  in  the  case  of  other  merchant  vessels,  the  main  consideration  is  the  space  or  capacity 
available  for  cargo. 

The  use  of  internal-combustion  engines,  which  are  smaller  than  steam  engines  (including 
the  boilers)  and  which  require  less  fuel,  increases  the  space  available  for  cargo,  and  the  saving 
thus  secured  may  be  increased  by  the  stowage  of  fuel  oil  in  spaces  that  could  not  be  used  to 
carry  the  coal  consumed  by  coal-burning  engines.  The  net  saving  actually  obtained  by  sub- 
stituting internal-combustion  oil  engines  for  steam  engines  depends  upon  various  construction 
details  and  upon  the  influence  upon  engine-room  space  exerted  by  the  percentage  rule  for 
propelling  power  deductions.     It  is,  however,  the  opinion  of  Mr.  Chalkley  that — 

Allowing  for  all  the  economies  effected,  namely,  in  weight  of  fuel  carried,  weight  of  machinery,  and  in  engine-room 
space,  it  may  be  taken  as  a  safe  estimate  that  with  almost  any  class  of  vessel,  an  extra  cargo  can  be  carried  equivalent 
to  about  15  per  cent  of  the  displacement  of  the  vessel.  This  fact  makes  it  apparent  that  the  question  of  the  saving 
effected  in  its  fuel  bill,  important  though  it  is,  should  by  no  means  be  the  determining  factor,  and  from  the  shipowner's 
point  of  view,  the  increased  earning  capacity  must  be  seriously  considered.3 

Vessels  are  designed  for  varying  services  and  conditions,  and  shipowners  take  advantage 
in  different  ways  of  the  economies  derived  from  the  internal-combustion  oil  engine.     The  Jut- 

1  Transactions  of  the  Institution  of  Naval  Architects,  1911,  p.  89. 

2  Diesel  Engines  for  Marine  Work,  p.  143. 

3  Diesel  Engines  for  Land  and  Marine  Work,  p.  143.    Though  the  saving  due  to  stowage  of  oil  in  places  not  available  for  coal  is  not  mentioned 
in  this  statement,  Mr.  Chalkley's  book  on  Diesel  engines  shows  that  the  author  had  it  in  mind. 


156  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

landia,  of  5,000  tons  displacement,  shows  a  gain  of  20  per  cent  in  freight  and  passenger  space. 
The  Selandia,  of  10,000  tons  displacement,  carries  1,000  tons  of  cargo  in  excess  of  what  would  be 
carried  in  case  she  were  fitted  with  coal-burning  steam  engines.  The  Toiler,  with  3,000  tons 
cargo  capacity,  gains  but  60  tons.  A  cargo  vessel  with  a  gross  tonnage  of  5,550  tons,  fitted  with 
Diesel  engines,  was  found  to  have  an  extra  freight-carrying  capacity  of  280  tons  as  compared 
with  a  sister  steamship  of  the  same  dimensions. 

Bush-Sulzer  Bros.,  of  St.  Louis,  make  the  following  statement: 

The  available  cargo  space  of  the  Diesel  ship  is  equal  to  that  of  a  steamer  of  the  same  size  plus  the  space  occupied 
by  the  steamer's  bunkers,  boilers,  and  a  portion,  at  least,  of  its  auxiliary  equipment.  A  ship  designed  by  E.  L.  Orde  will 
carry  7,880  tons  if  steam  engined  and  8,530  tons  if  Diesel  engined.  Orde,  therefore,  shows  that  the  Diesel  ship  will 
carry  7.6  per  cent  more  freight  or  cargo  than  a  steamer  of  equal  size  and  power  equipped  and  fueled  for  the  same  length 
of  voyage  to  be  made  at  the  same  speed  in  each  case.  Others  have  placed  this  percentage  in  favor  of  the  Diesel  as  high 
as  10  per  cent.1 

Usines  Carels  Freres  state  the  saving  obtained  as  follows: 

The  available  space  for  cargo  in  a  Diesel  engined  ship  is  considerably  more  than  that  of  a  steam  engined  ship. 
Some  designs  of  Diesel  engined  ships  are  shown  at  10  per  cent  and  some  at  15  per  cent  increase  in  cargo  carrying  capacity, 
which  is  due  to  the  space  saved  and  the  weight  saved  of  the  fuel.2 

The  Great  Lakes  Engineering  Works  writes  that — 

In  a  ship  of  given  dimensions  equipped  with  Diesel  engines,  the  available  cargo  space  is  10  per  cent  more  than  in  a 
ship  equipped  with  coal-burning  machinery.3 

George  Clark  (Ltd.)  Southwick  Engine  Works,  Sunderland,  England,  states  that — 

The  extra  cargo  capacity  available  in  a  Diesel-engined  ship  is  about  10  per  cent  of  the  dead-weight  carrying  capacity.4 

Inasmuch  as  some  steam  engines  use  oil  and  others  coal  for  fuel,  the  Diesel  engine  needs  to 
"be  compared  with  both  coal-burning  and  oil-burning  steam  engines  as  regards  economies  in 
available  cargo  space.  The  oil-burning  steamship,  which  can  cany  much  of  its  fuel  in  double- 
bottom  compartments  not  available  for  stowing  coal,  usually  has  the  advantage  of  the  coal- 
burning  steamer  in  the  percentage  of  the  total  closed-in  capacity  of  the  ship  that  can  be  used 
for  cargo.  However,  the  saving  in  cargo  space  effected  by  using  internal-combustion  engines 
is  greater  than  can  be  secured  by  using  oil-steam  instead  of  coal-steam  engines.  It  has  been 
estimated  that  oil-burning  steam  engines  make  a  25  per  cent  smaller  saving  in  available  cargo 
space  than  can  be  secured  by  using  internal-combustion  engines  instead  of  coal-burning  steam 
machinery.5  Others  place  a  higher  estimate  than  this  upon  the  advantages  of  the  internal- 
combustion  engine  over  the  oil-burning  steam  engine,  as  regards  economy  in  available  cargo 
space. 

V.    PRESENT    USE    OF   MARINE    INTERNAL-COMBUSTION    OIL    ENGINES. 

The  only  information  as  to  the  number  of  vessels  equipped  with  internal-combustion  oil 
engines  is  the  statement  made  by  Mr.  Diesel,  in  November,  1911,  that  there  were  then  365  such 
ships  hi  service.  About  50  or  60  per  cent  of  these  vessels  were  merchant  ships,  most  of  them 
being  vessels  of  small  tonnage.  Since  1911  several  relatively  large  freight  ships  and  tank  ships 
with  Diesel  engines  have  been  put  into  service,  and  the  prediction  of  the  builders  of  internal- 
combustion  engines  is  that  such  engines  will  be  constructed  in  the  future  in  large  numbers  for 
ocean  service. 

One  important  use  of  Diesel  engines  is  in  submarine  warships  for  which  internal-combustion 
engines  are,  for  obvious  reasons,  peculiarly  adapted.  Diesel  engines  have  also  been  installed 
in  some  cruisers,  gunboats,  and  mine-laying  boats,  and  it  is  probable  that  the  internal-combustion 
engine  will  find  increasing  favor  with  the  designers  of  warships. 

It  is  natural  that  the  builders  of  tank  vessels  should  give  special  consideration  to  the 
advantages  of  internal-combustion  engines.     Many  of  the  oil  carriers  on  the  Caspian  Sea,  the 

i  Letter  of  Apr.  19, 1913. 

*  Letter  of  May  1, 1913. 
s  Letter  of  May  12, 1913. 

*  Letter  of  May  15, 1913. 

6  E.Shackleton,  Modern  Developments  in  British  and  Continental  Oil  Engine  Practice.  Proceedings  of  the  British  Institute  of  Marine  Engineers, 
1911-12,  p.  63. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  157 

Volga,  and  other  Russian  rivers  have  been  equipped  with  internal-combustion  engines.  Some 
large  tank  vessels  in  service  on  the  ocean  also  are  equipped  with  Diesel  engines.  The  largest 
ship  with  Diesel  engines  in  service  in  the  early  part  of  the  year  1913  was  a  tank  steamer  of 
15,000  tons  carrying  capacity.  This  vessel  constitutes  one  of  the  fleet  of  the  German- American 
Petroleum  Co. 

It  is  predicted  by  Mr.  Diesel  and  others  interested  in  the  internal-combustion  engine  that 
large  sailing  vessels  will  be  constructed  with  auxiliary  engines  of  the  internal-combustion  type. 
Some  such  vessels  are  now  in  service,  and  it  is  claimed  that  this  type  of  vessel  will  be  found  to  be 
an  economical  carrier  of  freight  over  long  ocean  routes  where  fuel  is  scarce  and  expensive. 
Whether  this  shall  prove  to  be  true  future  experience  will  determine. 

While  the  use  of  the  internal-combustion  oil  engines  in  general  cargo  and  passenger  vessels 
must  still  be  considered  to  be  in  the  early  stages  of  development,  the  prospect  seems  favorable 
for  the  internal-combustion  engine.  Several  vessels  ranging  from  5,000  to  10,000  tons  dis- 
placement are  now  operated  successfully  with  such  engines  and  more  vessels  of  that  size  and 
type  are  now  being  constructed.     Some  much  larger  are  in  service. 

VI.    THE    INTERNAL-COMBUSTION    GAS    ENGINE. 

Description  of  the  gas  engine. — The  gas  engine,  like  the  Diesel  engine,  consumes  the  fuel  in 
the  cylinder,  the  general  difference  being,  as  has  been  pointed  out,  that  the  oil  sprayed  into  the 
cylinder  of  the  Diesel  engine  burns,  while  the  fuel  forced  into  the  cylinder  of  the  gas  engine, 
being  in  gaseous  form,  explodes  upon  ignition.  Mr.  William  T.  Durtnall  differentiates  the 
internal-combustion  oil  and  gas  engines  in  the  following  concise  manner: 

A  clear  distinction  should  be  made  between  engines  which  use  fixed  gases,  forming,  when  intimately  mixed  with 
air,  an  explosive  mixture,  which  can  be  ignited  by  a  purely  local  application  of  heat  (such  as  that  given  by  an  electric 
spark),  and  engines  of  the  Diesel  type,  in  which  the  fuel,  in  a  very  divided  state,  but  still  in  liquid,  and  not  gaseous, 
form,  is  distributed  throughout  the  body  of  air  necessary  for  combustion,  such  air  being  heated  throughout  its  mass  to  a 
temperature  sufficiently  high  to  bum  the  hyrdocarbon.  This  process  of  combustion  is  certainly  not  of  the  nature 
of  an  explosion,  whereas  the  ignition  of  fixed  gases  by  electric  spark  or  hot  tube  approximates  to  a  true  explosion.1 

Gas  engines  may  be  divided  with  reference  to  the  fuel  used  into  two  classes:  (1)  Engines 
operated  with  gasified  gasoline,  naphtha,  kerosene,  or  other  light  refined  oils,  and  (2)  engines 
operated  with  producer  gas  usually  made  from  coal.  The  engines  of  the  first  class  are  well 
adapted  to  use  upon  small  vessels,  such  as  yachts,  pleasure  launches,  and  river  boats:  while 
engines  of  the  second  class,  for  reasons  that  will  be  explained  later,  are  preferable  for  the 
machinery  of  large  vessels. 

Gas  engines  using  producer  gas  must  have  a  producer  plant,  which  consists  of  three  prin- 
cipal parts — a  producer,  in  which  coal  is  heated;  a  scrubber,  in  which  the  gas  that  has  been 
driven  off  from  the  coal  is  cooled  and  washed;  and  a  drier,  hi  which  the  gas  is  dried  and  from 
which  it  is  fed  into  the  cylinders  of  the  engine.  In  some  instances  gas  producers  are  also 
classified  as  suction  producers  and  pressure  or  down-draft  producers,  the  latter  type  being 
successfully  used  with  a  greater  variety  of  low-grade  fuels.2 

The  cylinders  of  the  gas  engine  driven  with  producer  gas  are  larger  than  those  in  which 
gasoline  gas  is  used.  Producer  gas  is  weaker  than  gasoline  gas  and  larger  valve  areas  are 
required;  and,  in  order  to  enable  the  engine  to  obtain  high  efficiency,  greater  compression  in 
the  cylinders  must  be  provided  for  when  producer  gas  is  used.  The  gas  engine,  like  the  internal- 
combustion  oil  engine,  may  be  of  the  four-cycle  or  two-cycle  single-acting  or  the  two-cycle 
double-acting  types. 

Advantages  and  disadvantages  of  the  gas  engine. — The  chief  merit  of  the  producer-gas  engine 
is  the  cheapness  of  the  gas  used  for  power.  Producer  gas  can  be  made  from  "practically  all 
grades  of  fuels  of  any  commercial  value  without  reference  to  the  proportion  of  sulphur  or  tarry 
compounds  that  they  contain.  Several  of  the  poorest  grades  of  bituminous  coal  show  remark- 
able efficiency  in  the  gas  producer,  and  lignite  and  peat  are  used  with  great  facility."  3 

'  Wm.  P.  Durtnall,  The  Internal  Combustion  Engine,  Proceedings  of  the  British  Institute  of  Marine  Engineers,  1910-11,  p.  390. 

2  U.  S.  Bureau  of  Mines,  Technical  Paper  9,  pp.  17-22  (1912). 

3  Ibid.,  pp.  20-21. 


158  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

As  compared  with  the  internal-combustion  oil  engine,  the  gas  engine  has  certain  marked 
limitations,  among  which  may  be  enumerated  the  following: 

(1)  The  producer-gas  engine,  which  is  the  one  best  adapted  to  marine  service,  must  be 
equipped  with  a  gas-producer  plant  and  provision  must  be  made  for  stowing  coal  from  which 
to  manufacture  the  gas.  There  is,  consequently,  little  saving  in  engine  space  or  weight  to  be 
secured  by  using  the  gas  engine  instead  of  a  steam  engine,  while  as  compared  with  Diesel 
machinery,  gas  engines  require  a  greater  weight  of  fuel  and  more  space  for  the  stowage  of  the 
fuel.  Furthermore,  on  account  of  the  operation  of  the  gas  producer,  a  larger  labor  force  is 
required  to  operate  the  gas  engine  than  is  needed  for  the  Diesel  engine. 

(2)  In  order  to  economize  in  fuel  cost,  it  is  necessary  for  producer  gas  used  in  marine 
engines  to  be  manufactured  from  bituminous,  lignite,  or  other  inexpensive  coals.  Anthracite 
is  too  expensive.  It  is  possible  to  use  low-grade  coals  in  manufacturing  producer  gas,  but  the 
trouble  resulting  from  the  formation  of  tar  in  the  production  of  gas  has  not  yet  been  overcome. 

(3)  The  use  of  light  refined  oils  for  marine  gas  engines  is  not  commercially  practicable, 
because  of  the  high  cost  of  such  oil  and  because  of  the  danger  of  carrying  such  fuel  on  vessels. 
By  providing  special  arrangements  to  insure  safety,  oils  of  a  low  flash  point  can  be  carried,  but 
they  can  not  be  carried  in  the  double  bottom  and  other  portions  of  the  vessel  not  available  for 
cargo.  It  is  generally  agreed  that  the  successful  gas  engine  is  one  using  gas  produced  from 
bituminous  or  lignite  coals. 

(4)  It  is  more  difficult  to  reverse  the  gas  engine  than  the  Diesel  engine.  Mr.  Chalkley 
stated,  in  a  volume  published  in  1912,  that  "A  satisfactorily  reversible  gas  engine  is  at  present 
hardly  an  accomplished  fact,  and  speed  variation  is  a  difficult  problem."  1  Other  engineers 
believe  that  a  mechanism  by  which  the  gas  engine  may  readily  be  reversed  will  be  developed 
without  serious  difficulty.2 

Extent  to  which  gas  engines  are  used. — At  the  present  time  gas  engines  are  used  mainly 
as  stationary  engines.  According  to  the  United  States  Bureau  of  Mines,  there  were  in  1912 
between  900  and  1,000  producer  gas  plants  in  the  United  States.  The  engines  using  the  gas 
thus  made  had  a  total  horsepower  of  187,140.  According  to  the  Bureau  of  Mines,  there  was 
an  increase  of  6S  per  cent  in  the  horsepower  of  these  engines  during  the  period  from  1909  to 
1912.3 

Gas  engines  operated  with  gasified  gasoline  or  other  light  refined  oils  have  been  installed  in 
large  numbers  in  yachts  and  small  boats,  and  a  small  number  of  such  engines  are  in  use  in  coast- 
wise and  lake  vessels  and  are  employed  as  auxiliary  engines  in  a  few  sailing  vessels.  For  marine 
service,  the  internal-combustion  oil  engine  is  preferable  to* the  gas  engine,  but  the  fact  that  there 
are  no  petroleum  fields  hi  Great  Britain  and  that  good  bituminous  coal  is  cheap  in  that  country 
causes  English  engineers  to  take  a  special  interest  in  the  possibility  of  developing  the  gas  engine 
for  marine  work.  Thus,  while  the  Diesel  engine  seems  to  be  preferred  to  the  gas  engine,  it  is 
possible  that  inventors  may  yet  enable  the  marine  gas  engine  to  compete  successfully  with  inter- 
nal-combustion oil  engines.  However,  the  chief  engineer  surveyor  of  Lloyd's  Society  is  not 
hopeful  regarding  the  future  development  of  the  marine  gas  engine.     His  opinion  is  that: 

I  think  the  first  of  these  engines  that  will  be  successful  at  sea  will  not  be  gas  engines,  they  will  be  oil  engines. 
With  oil  fuel  we  save  the  whole  of  the  space  occupied  by  the  gas-making  plant.  If  oil  can  be  got  fairly  cheap,  and 
in  many  parts  of  the  world  it  can  be  obtained  cheap,  it  will  be  found  that  oil  fuel  for  internal-combustion  engines  will 
have  a  great  advantage  over  any  coal  whatever.  When  we  come  to  long-distance  ships,  the  question  of  the  cost  of  fuel 
is  only  one  item.  The  question  of  space  occupied  by  it  is  a  very  important  matter  *  *  *.  There  can  be  no  doubt 
that  oil  fuel  will  have  the  advantage  there,  not  only  because  it  will  give  more  heat  per  ton,  but  also  because  it  does 
away  with  all  gas-producing  plants.4 

Comparison  of  gas  engines  with  steam,  and  Diesel  engines  as  regards  weight  of  machinery  and 
space  occupied  by  machinery  and  fuel. — The  gas  engine,  has  little  advantage  over  the  steam  engine 
either  in  weight  of  machinery  or  in  the  space  occupied  by  the  engine.  The  steam  engine  has 
boilers,  which  the  gas  engine  does  not  have,  but  in  place  of  the  boilers  there  must  be  the  gas 

1  Diesel  Engines  for  Land  and  Marine  Use,  p.  136. 

2  A.  C.  Holzapfel,  Gas  Power  for  Ship  Propulsion.    Transactions  of  the  Institution  of  Naval  Architects  (1912),  pp.  89-90. 

3  U.  S.  Bureau  of  Mines,  Bulletin  55,  pp.  5S-60. 

*  Proceedings  of  the  British  Institute  of  Marine  Engineers,  1910-11,  p.  132. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  159 

producers.  The  gas  engines  require  less  coal-bunker  space  than  steam  engines  do,  and  thus 
there  is  some  space  saved  by  using  gas  instead  of  steam  power.  The  space  required  for  the 
stowing  of  fuel  is  less  for  the  Diesel  than  for  the  gas  engine,  mainly  because  much  of  the  fuel 
oil  used  by  the  Diesel  engine  can  be  stowed  in  the  double  bottom  and  other  portions  of  the 
ship  not  available  for  cargo. 

The  statement  of  the  Holzapfel  Marine  Gas  Power  Syndicate  (Ltd.),  of  London,  however, 
indicates  that  the  marine  gas  engine  can  be  so  constructed  as  to  be  as  economical  of  engine  space, 
exclusive  of  space  required  for  fuel,  as  a  Diesel  engine.  The  statement  is  quoted  not  only  to 
present  the  opinion  just  stated  but  also  to  show  that  the  application  of  the  32  per  cent  rule  for 
propelling  power  deductions  prevents  shipowners  from  securing  the  space  economies  that  might 
be  obtained  from  the  substitution  of  internal  combustion  for  steam  engines: 

For  gas-driven  vessels  about  the  same  space  is  required  as  for  oil-driven  vessels,  provided  that  the  producer  gas 
plant  is  placed  on  deck,  which  we  found  is  the  only  suitable  place  for  this  purpose.  In  this  country  (England)  the 
tonnage  laws  are  such  that,  unless  at  least  13  per  cent  of  the  total  imder-deck  space  is  occupied  by  machinery,  the  usual 
reduction  of  32  per  cent  for  machinery  space  from  gross  tonnage  to  net  tonnage  is  not  allowed.  *  *  *  For  this 
reason,  and  until  such  time  as  the  British  Board  of  Trade  modifies  the  law  or  practice  in  regard  to  measuring  net  tonnage 
of  power-driven  vessels,  it  is  not  likely  that  vessels  driven  by  oil  or  gas  engines  will  have  less  than  13  per  cent  of  the 
total  under-deck  tonnage  in  engine  space.  As  soon,  however,  as  this  law  has  been  altered,  we  consider  that  9  or  10 
per  cent  of  the  under-deck  tonnage  would  be  about  sufficient  space  for  a  tramp  ship  of  the  usual  speed  of  8  to  10  knots.1 

VII.    CONCLUSION. 

The  specific  tonnage  question,  to  which  the  use  of  the  marine  internal  combustion  engine 
gives  rise,  is  whether  the  same  rule  as  to  propelling  power  deduction  shall  be  applied  to  vessels 
equipped  with  internal  combustion  engines  as  to  vessels  having  steam  engines.  Two  questions 
are,  hi  fact,  involved;  one  being  whether  vessels  of  different  power  equipment — vessels  with 
coal-burning  and  oil-burning  steam  engines  and  with  internal  combustion  oil  and  gas  engines 
of  different  types — will  be  treated  with  relative  fairness  if  the  Danube  ride  is  applied  to  all  ships 
in  making  tonnage  reduction  for  propelling  power.  The  other  question  is  whether  the  appli- 
cation to  all  types  of  vessels  of  a  single  rule  for  propelling-power  deductions  will  seriously  violate 
the  principle  that  the  spaces  not  deducted  from  gross  tonnage,  i.  e.,  the  net  tonnage,  shall 
approximate  the  earning  capacity  of  vessels. 

In  reaching  a  conclusion  upon  these  questions,  it  is  important  to  keep  in  mind  two  facts 
as  to  the  effect  upon  gross  and  net  tonnage  of  using  double-bottom  compartments  to  stow 
fuel  oil: 

(a)  When  double-bottom  compartments  are  used  to  stow  fuel  oil,  the  space  thus  used  is 
added  to  gross  tonnage  by  the  tonnage  rules  of  most  countries  and  by  the  Panama  measurement 
rules  contained  in  this  report.  When  the  Danube  rule  is  followed  in  making  propelling  power 
deduction,  the  spaces  occupied  by  fuel,  whether  hi  the  double  bottom  or  elsewhere,  are  not 
specifically  deducted,  the  allowance  for  fuel  spaces  being  a  percentage  of  the  space  occupied  by 
machinery.  From  this,  it  follows  that  the  equipment  of  a  vessel  with  engines  that  use  oil 
instead  ol  coal  for  fuel,  and  that  stow  all  or  a  part  of  the  fuel  oil  hi  double-bottom  compartments, 
increases  both  the  gross  and  net  tonnage  and  the  theoretical  cargo  capacity  of  vessels  thus 
equipped. 

(6)  The  Board  of  Trade  percentage  rule  and  the  Danube  rule  affect  differently  the  net 
tonnage  of  vessels  that  use  double-bottom  spaces  to  stow  fuel  oil.  The  gross  tomiage  of  a 
vessel  being  increased  by  the  stowing  of  fuel  hi  the  double  bottom,  the  deduction  tor  propelling 
power,  when  made  under  the  32  per  cent  rule,  is  larger  because  ol  the  use  of  the  double  bottom. 
Thus  the  percentage  rule  for  propelling  power  deduction  is  more  inaccurate  when  applied  to 
vessels  having  internal  combustion  oil  engines  than  when  applied  to  steamships — the  sub- 
stitution of  Diesel  engines  for  steam  machinery  would,  under  the  British  measurement  rules, 
allow  a  larger  deduction  for  smaller  space  occupied  by  machinery  and  fuel. 

This  error  is  avoided  by  applying  the  Danube  rule  to  propelling-power  deductions.  An 
increase  in  the  gross  tonnage  of  any  particular  vessel  has  no  effect  upon  the  tonnage  deducted 

i  Letter  of  Apr.  7, 1913.    In  this  quotation,  "  under-deck  "  tonnage  is  used  in  the  sense  of  gross  tonnage. 


160  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

for  propelling  power,  and  it  is  unnecessary  to  consider  whether  fuel  is  carried  in  bunkers,  tanks, 
or  double-bottom  spaces.  For  the  purpose  of  illustration,  it  may  be  assumed  that  a  vessel 
having  a  gross  tonnage  of  5,000  tons,  not  including  any  double-bottom  spaces,  is  fitted  with 
oil-burning  engines,  and  that  arrangements  are  made  to  carry  fuel  oil  in  20,000  cubic  feet  (200 
tons)  of  double-bottom  compartments.  If  it  be  assumed  that  the  machinery  of  this  vessel 
occupies  a  space  equivalent  to  600  tons,  the  deduction  for  propelling  power  would  be  1,050 
tons  (600  by  1.75),  and  an  increase  of  200  tons  in  the  gross  tonnage  will  not  increase  the  pro- 
pelling-power deduction.  Thus  the  tonnage  of  the  vessel,  less  propelling-power  deductions, 
when  no  double-bottom  compartments  were  used  for  fuel  would  be  3,950  tons,  and  when  the 
double-bottom  compartments  were  used,  4,150  tons.  The  increase  in  net  tonnage  would  be  the 
same  as  the  addition  to  gross  tonnage.  Presumably  this  addition  to  net  tonnage  would  be 
accompanied  by  a  greater  or  less  increase  in  available  cargo  space.  The  fact  that  the  sub- 
stitution of  internal  combustion  for  coal-burning  steam  engines  increases  both  the  gross  and 
net  tonnage  of  vessels  without  increasing  the  propelling-power  deduction  when  made  under 
the  Danube  rule  should  be  given  much  weight  in  deciding  whether  it  is  or  is  not  necessary  to 
apply  to  vessels  equipped  with  internal-combustion  engines  a  rule  for  propelling-power  deduc- 
tions different  from  the  rule  applied  to  vessels  having  steam  engines. 

If  the  Danube  rule  for  propelling-power  deduction  be  applied  to  vessels  equipped  with 
internal-combustion  oil  and  gas  engines — i.  e.,  if  the  deduction  be  made  one  and  three-fourths 
the  space  occupied  by  machinery — vessels  having  Diesel  and  gas  engines  will  be  treated  more 
liberally  than  will  ships  equipped  with  steam  machinery.  The  facts  presented  in  this  chapter 
show  that  the  machinery  spaces  required  by  marine  internal-combustion  engines  average  from 
one-fifth  to  one-third  less  than  the  spaces  occupied  by  marine  steam  engines  of  like  power. 
There  is  some,  but  at  the  present  time  not  a  large,  variation  in  the  spaces  required  for  internal- 
combustion  engines  of  different  types.  Vaporizer  engines  and  gas  engines  using  gasoline  or 
other  refined  oils  for  fuel  are  somewhat  less  in  volume  than  are  Diesel  engines  of  corresponding 
efficiency,  while  gas  engines  using  coal-producer  gas  require  somewhat  more  space  than  do 
Diesel  engines.  This  theoretical  saving  hi  space  is,  however,  largely  offset  at  the  present  time 
by  the  general  application  of  the  32  per  cent  ride  in  making  propelling-power  deductions,  and 
oil  and  gas  engines  have  thus  far  had  comparatively  little  effect  upon  the  size  of  engine  rooms. 

The  fuel  spaces  required  by  Diesel  and  gas  engines  are  much  less  than  the  spaces  needed 
for  the  coal  or  oil  consumed  by  steam  engines  of  the  same  power.  Diesel  engines  require  but 
20  to  30  per  cent  of  the  weight  of  fuel  used  by  coal-burning  steam  engines,  and  it  is  claimed 
that  the  actual  fuel  economy  of  Diesel  engines  is  greater  than  this,  because  fuel  consumption 
stops  completely  when  the  engines  are  not  running.  Vaporizer  engines  require  somewhat  more 
fuel  space  than  is  necessary  for  Diesel  engines.  Gas  engines  operated  with  refined  oils  consume 
a  larger  volume  of  fuel  than  do  Diesel  engines,  while  gas  engines  operated  with  coal  producer- 
gas  need  more  space  for  fuel  than  do  other  internal-combustion  engines.  The  amount  of  fuel 
actually  carried  by  vessels  equipped  with  internal-combustion  engines  depends  upon  such  vari- 
able factors  as  the  number  of  stations  at  which  fuel  oil  can  be  obtained,  the  prices  of  oil  at 
different  stations,  and  the  length  or  shortness  of  the  routes  over  which  the  vessels  are  operated. 
Some  of  the  factors  which  determine  the  space  used  for  fuel  by  vessels  having  internal-combus- 
tion engines  are  changing,  but  it  is  certain  that  the  application  of  the  same  rule  for  propelling- 
power  deductions  to  all  types  of  vessels  will  favor  those  having  internal-combustion  oil  and  gas 
engines  much  more  than  those  equipped  with  coal  or  oil-burning  steam  engines. 

If  the  Danube  rule,  is  followed  in  making  propelling-power  deductions  in  the  case  of  vessels 
equipped  with  internal-combustion  engines,  the  owners  of  such  vessels  should  be  given  the 
option  of  having  the  deductions  made  by  the  actual  measurement  of  machinery  and  fuel 
spaces.  Vessels  operated  over  short  routes  carry  a  comparatively  small  amount  of  fuel  as 
compared  with  vessels  in  service  over  long  routes.  The  Danube  rule  takes  this  fact  into  account 
and  provides  for  a  deduction  that  approximates  the  space  occupied  by  coal  on  vessels  of  different 
classes  employed  in  various  services.  Coal-burning  steamers,  when  coaled  for  voyages  of  maxi- 
mum length,  may  devote  to  the  stowage  of  fuel  spaces  hi  excess  of  three-quarters  the  volume  of 


& 


MEASUREMENT   OF  VESSELS  FOB  PANAMA  CANAL.  161 

the  engine  room.  Such  vessels  may,  if  only  fixed  bunkers  are  used,  under  the  Suez  rules,  have 
the  actual  spaces  occupied  by  machinery  and  fuel  deducted  for  propelling  power.  It  might 
possibly,  although  it  probably  would  not,  happen  that  some  vessels  equipped  with  internal- 
combustion  engines  might,  when  dispatched  upon  exceptionally  long  voyages,  carry  fuel 
occupying  spaces  exceeding  three-quarters  of  the  volume  of  the  engine  room.  To  meet  this 
possible  contingency,  a  Danube  rule  for  propelling-power  deduction  should  always  be  accom- 
panied by  the  alternative  of  deduction  according  to  actual  measurement. 

If  any  modification  of  the  Danube  rule  is  to  be  made  to  apply  to  vessels  equipped  with  internal- 
combustion  engines,  it  would  probably  be  advisable  to  base  such  modification  upon  a  division  of 
such  vessels  into  two,  or  possibly  three,  classes.  If  the  grouping  were  into  two  classes,  the  first 
group  would  include  coal  and  oil  burning  steamships  and  vessels  equipped  with  coal  producer 
gas  engines;  and  the  second  class  would  contain  vessels  having  internal-combustion  oil  engines 
and  gas  engines  using  refined  oil  for  fuel.  If  a  threefold  division  were  made,  the  third  class 
would  include  oil-burning  steamers  and  vessels  equipped  with  coal  producer  gas  engines.  This 
threefold  grouping  would  leave  in  the  first  class  only  coal-burning  steamships,  to  which  the 
Danube  rule  without  modification  would,  of  course,  be  applied. 

It  does  not  seem  advisable,  however,  at  the  present  time,  to  make  any  modification  in  the 
Danube  rule  and  it  is  recommended,  for  the  following  reasons,  that  the  same  rule  for  propelling- 
power  deductions  be  applied  to  vessels  with  oil-burning  steam  engines,  internal-combustion 
oil  and  gas  engines,  and  coal-burning  steam  machinery: 

(1)  While  there  is  a  relatively  large  number  of  oil-burning  steamers  now  in  service,  and  while 
it  is  probable  that  the  number  will  increase,  it  is  not  deemed  necessary  to  make  any  modifica- 
tion in  the  Danube  rule  because  of  the  use  of  such  vessels.  Their  machinery  space  is  the  same 
as  the.  space  required  for  coal-burning  steam  engines,  and  the  difference  in  the  volume  of  the 
spaces  occupied  by  fuel  oil  and  by  coal,  while  relatively  large,  is  not  deemed  great  enough  to 
necessitate  the  immediate  adoption  of  a  special  rule  applying  only  to  the  comparatively  small 
number  of  vessels  now  equipped  with  oil-burning  steam  engines. 

(2)  The  number  of  large  deep-sea  merchant  vessels  equipped  with  internal-combustion 
engines  is  still  comparatively  small.  Moreover,  the  internal-combustion  engine  is  still  in  such 
an  early  stage  of  development  that  it  is  impossible  to  predict  with  certainty  what  the  future 
changes  will  be  in  the  type  of  engine  used  and  in  the  structural  details  of  vessels  equipped  with 
such  engines.  At  present,  the  Diesel  engine  is  in  favor,  but  it  may  possibly  happen  that  the 
vaporizer  or  the  oil-gas  or  the  producer-gas  engine  may  yet  be  found  to  be  superior.  It  is  like- 
wise uncertain  whether  the  four-cycle,  two-cycle  single-acting,  or  the  two-cycle  double-acting 
engine  will  eventually  become  the  prevailing  type.  The  type  of  internal-combustion  engine 
used,  as  has  been  explained,  affects  the  volume  of  machinery  and  fuel  spaces  required;  and,  for 
different  types  of  engines,  different  structural  plans  are  followed  in  providing  for  light  and  air, 
for  exhaust  funnels,  and  for  auxiliary  machinery. 

(3)  It  would  be  difficult,  at  the  present  time,  to  arrive  at  a  general  average  ratio  of  fuel 
space  to  machinery  space  for  internal  combustion  engines  of  different  types.  As  the  Secretary 
of  Lloyd's  Register  of  British  and  Foreign  Shipping  states  in  the  letter  previously  quoted  in  this 
chapter,  "there  are  comparatively  few  vessels  which  are  fitted  with  Diesel  engines,  and  it  is 
therefore  hnpossible  to  make  a  complete  and  exhaustive  comparison  between  such  vessels 
and  those  fitted  with  steam  engines."  If  it  were  practicable  to  decide  upon  a  ratio  that  was 
fairly  accurate  at  present,  it  is  not  probable  that  that  ratio  would  remain  accurate  for  any  con- 
siderable period  of  time.  As  has  been  pointed  out,  the  fuel  carried  by  vessels  with  jnternal- 
combustion  engines  is  influenced  not  only  by  the  type  of  engine  used,  but  also  by  the  number 
of  oil  stations  and  the  price  of  fuel  oil  at  different  stations.  It  has  also  been  pointed  out  that 
numerous  varieties  of  oils  are  now  used  by  internal-combustion  engines.  Future  inventions 
may  increase  or  lessen  the  number  of  commercially  useful  fuel  oils.  Much  will  depend  upon  the 
possibility  of  using  oils  with  relatively  low  flash  points,  for  the  reason  that  the  flash  point 
affects  the  risk  incurred  in  carrying  fuel  oil.     In  brief,  there  are  so  many  factors  of  uncertainty 


162  MEASUREMENT   OF   VESSELS  FOK  PANAMA  CANAL. 

as  regards  the  future  developments  of  the  internal-combustion  engine  that  it  seems  best  not 
to  decide  at  the  present  time  upon  a  ratio  between  engine-room  and  fuel  spaces  different  from 
the  Danube  rule  ratio  to  be  followed  in  making  propelling-power  deductions  in  the  case  of 
vessels  equipped  with  other  than  coaLburning  steam  engines. 

Lloyd's  Register  of  Shipping  has  thus  far  not  provided  special  rules  governing  the  spaces 
that  may  be  devoted  to  stowing  oil  in  vessels  equipped  with  internal-combustion  engines. 
The  present  rules  of  Lloyd's  Society  provide  that  "in  the  cases  of  Diesel  or  other  engines  in 
which  very  high  initial  pressures  are  employed,  particulars  should  be  submitted  for  special 
consideration."  The  chief  engineer  surveyor  of  the  society  reported  in  1912  that  certain  regu- 
lations regarding  the  stowage  of  oil  and  the  minimum  flash  point  might  become  necessary  in 
the  future,  but  in  the  society's  annual  report  for  that  year  the  statement  is  made  that  "it  is 
felt  that  the  time  has  hardly  yet  arrived  for  the  provisions  of  rules  on  the  subject."  * 

It  is  recognized  that  the  application  to  all  vessels  of  the  same  rule  for  propelling-power 
deduction  will  treat  ships  with  internal-combustion  engines  more  liberally  than  other  vessels 
are  treated  and  will  make  the  net  tonnage  of  vessels  with  internal-combustion  engines  some- 
what less  than  their  earning  capacity.  This  exceptional  treatment  of  vessels  with  internal- 
combustion  engines  is  thought  to  be  partially  justifiable  by  the  fact  that  the  use  of  double- 
bottom  compartments  to  cany  fuel  oil  increases  net  tonnage  and  that  the  Danube  rule,  unlike 
the  Board  of  Trade  percentage  rule,  applies  with  equal  fairness  to  vessels  of  any  given  type 
whether  fuel  is  or  is  not  stored  hi  double-bottom  compartments.  To  accord  liberal  propelling- 
power  deductions  to  vessels  equipped  with  internal-combustion  engines  while  such  engines  are 
in  the  early  stages  of  their  development  will  result  in  but  slight  loss  of  Panama  Canal  revenues 
and  may  be  of  some  assistance  in  bringing  more  promptly  into  the  service  of  the  world's  com- 
merce marine  engines  of  the  greatest  efficiency  and  economy. 

1  Lloyd's  Register  of  British  and  Foreign  Shipping,  Report  of  the  Society's  Operations,  1911-12,  p.  5. 


CHAPTER  XI. 


RULES   CONCERNING    SUPERSTRUCTURES  AND  "  SHEL- 
TER" DECKS:    HISTORY  AND  CRITICISM. 

163 


CHAPTER  XI. 


RULES    CONCERNING    SUPERSTRUCTURES  AND   "SHELTER"    DECKS:    HISTORY  AND 

CRITICISM. 

INTRODUCTION. 

The  provisions  of  the  several  measurement  rules  now  in  force  differ  largely  as  regards  the 
exemption,  measurement,  and  deduction  of  spaces  within  superstructures  above  the  uppermost 
full-length  deck.  The  same  is  true  of  the  spaces  between  the  upper  and  so-called  "shelter" 
deck.  The  treatment  accorded  superstructures  and  especially  the  'tween  deck,  "shelter"  deck 
spaces  may  largely  affect  the  gross  and  net  tonnage  of  a  vessel.  It  is  as  necessary  that  the  rules 
regarding  the  exclusion  or  inclusion  of  spaces  above  the  upper  deck  should  be  specific  and  exact 
as  that  a  correct  rule  should  be  followed  in  making  deductions  for  propelling  power.  Indeed, 
it  was  made  clear  by  the  facts  presented  in  Chapters  IV  and  V  that  greater  inaccuracy  in 
tonnage  may,  in  the  case  of  a  vessel  having  what  the  British  and  German  rules  consider  to  be  a 
shelter  deck,  result  from  exempting  from  measurement  the  entire  space  between  the  upper 
and  "shelter"  deck  than  from  applying  the  32  per  cent  rule  to  the  deductions  made  for  spaces 
occupied  by  propelling  power. 

The  term  "superstructure"  as  used  in  this  chapter,  refers  to  all  erections  on  or  above  the 
uppermost  full-length  deck — such  as  poop,  forecastle,  bridge  houses,  round  houses,  and  side 
houses.  By  "shelter"  deck  spaces  are  meant  those  under  an  uppermost  full-length  deck  pro- 
vided with  such  tonnage  openings  as  will  cause  the  space  between  the  "shelter"  and  upper 
decks  to  be  exempted  from  measurement  by  the  British  and  German  rules.  In  the  several 
measurement  rules,  the  spaces  under  an  uppermost  deck  with  tonnage  openings  are  sometimes 
spoken  of  as  "shelter"  deck  spaces  and  sometimes  as  awning  deck  spaces.  The  dissimilarity 
in  the  provisions  of  the  measurement  rules  as  regards  the  inclusion  or  exclusion  of  superstruc- 
ture and  "shelter"  deck  spaces  is  due  mainly  to  the  different  definitions  given  to  "uppermost 
closed-in  "  deck  and  "  open  "  spaces.  The  measurement  rules  of  the  United  States,  Great  Britain, 
and  Germany  stipulate  that  spaces  permanently  closed-in  and  "  available  for  cargo  or  stores  or  for 
the  berthing  or  accommodation  of  passengers  or  crew"  shall  be  measured,  and  that  spaces  which 
are  open  or  not  available  for  cargo  or  stores  or  for  the  berthing  or  accommodation  of  passengers  or 
crew  shall  be  exempted  from  measurement.  The  phraseology  of  the  three  measurement  codes  as 
regards  the  treatment  to  be  accorded  "shelter"  deck  spaces  and  the  first  tier  of  superstructures 
above  the  uppermost  full-length  deck  is  practically  identical,  but  the  rules  are  interpreted  dif- 
ferently in  Great  Britain  and  Germany  than  in  the  United  States,  with  the  result  that  the  same 
vessel  would  be  accorded  different  gross  and  net  tonnages  by  the  American  rules.  The  tonnage 
rules  of  the  Suez  Canal  Co.,  like  those  of  Great  Britain,  Germany,  and  the  United  States, 
exempt  from  measurement  open  superstructures  and  include  in  measurement  and  tonnage  "per- 
manently covered  and  closed-in  spaces  on  the  upper  deck" ;  but  the  Suez  rules  differ  in  numerous 
details  from  the  national  rules  as  to  the  treatment  of  superstructures.  In  a  word,  there  is  great 
lack  of  uniformity  among  the  several  measurement  codes  as  to  the  exclusion  from  tonnage,  and 
as  to  the  inclusion  therein  and  deduction  therefrom  of  spaces  above  the  upper  deck. 

The  rules  recommended  for  the  measurement  of  vessels  to  determine  the  tonnage  upon 
which  the  Panama  Canal  tolls  shall  be  levied  adhere  strictly  to  the  principle  that  the  gross  ton- 
nage of  a  vessel  shall  include  its  entire  closed-in  capacity.  Only  spaces  which  are  actually 
open  and  not  available  for  passengers  or  cargo  are  exempted  from  measurement  and  only  such 
measured  spaces  are  deducted  from  gross  tonnage  to  determine  net  tonnage  as  are  required  for 
the  operation  and  navigation  of  the  vessel.  The  spaces  to  be  deducted  from  gross  tonnage  are 
enumerated  in  the  rules  and  t  he  deductions  from  gross  tonnage  are  to  be  only  the  enumerated  spaces. 

In  carrying  out  these  principles,  the  Panama  measurement  rules  differ  from  those  of  Great 
Britain,  Germany,  the  United  States,  and  the  Suez  Canal  Co.  as  regards  the  measurement  and 

165 


166  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

deduction  of  spaces  in  superstructures.  The  spaces  between  the  "shelter"  deck  and  the  upper 
deck  are  treated  as  are  all  other  spaces,  that  is,  if  they  are  closed-in  they  are  included  in  gross 
tonnage  and  if  available  for  cargo  or  passengers  they  are  included  in  net  tonnage.  The  reasons 
for  the  variation  of  the  Panama  rules  from  the  more  important  measurement  rules  now  in  force 
will  be  made  clear,  and  it  is  believed  the  force  of  the  reasons  will  also  be  made  apparent,  by  a 
brief  presentation  of  the  history  of  the  treatment  accorded  spaces  under  "shelter"  decks  and 
within  superstructures  by  the  measurement  rules  of  Great  Britain,  the  Suez  Canal  Co.,  Germany, 
and  the  United  States.  The  historical  background  thus  given  to  the  rules  recommended  for 
Panama  will,  it  is  believed,  show  that  the  proposed  rules  are  based  upon  correct  principles  and 
represent  an  advance  over  the  tonnage  rules  now  in  effect. 

HISTORY   OF   THE   TREATMENT   OF    SPACES    IN    SUPERSTRUCTURES    AND    UNDER    "  SHELTER"    DECKS 
IN    THE    MEASUREMENT    RULES    OF    GREAT    BRITAIN. 

The  first  British  statute  that  included  within  gross  tonnage1  any  spaces  above  the  upper 
deck  was  the  act  of  1S35,  which  provided  for  the  measurement  of  "a  poop  or  half  deck  or  a 

1  Rules  for  the  measurement  of  vessels  first  appeared  in  laws  imposing  customs  duties  upon  articles  of  commerce.  One  of  the  earliest  imports 
taxed  was  wine  from  the  Continent,  which  was  imported  in  tuns.  The  dues  imposed  by  Parliament  upon  each  tun  of  wine  led  to  the  use  of  the 
word  tunnage  as  an  expression  of  the  capacity  of  the  open  or  partial-decked  boats  used  in  transporting  the  casks  of  wine.  By  the  act  of  Parliament 
of  1423  a  tun  of  wine  was  to  measure  not  less  than  2-52  gallons,  old  English  measurement;  and,  although  the  gallon  was  not  an  exact  unit,  a  tun 
of  wine  weighed  approximately  2,240  pounds  and  the  tunnage  of  one  of  these  wine  vessels  would-  be  practically  equivalent  to  its  deadweight 
capacity  or  tonnage.    Other  commodities  than  wine  were  charged  dues  based  upon  weight  or  "poundage." 

Another  article  of  commerce  that  was  early  taxed  was  coal.  The  act  of  Parliament  of  1422  imposed  a  duty  of  2  pence  per  caldron  upon  coals 
carried  in  the  "keels"  employed  at  Newcastle-on-Tyne.  The  caldron  contained  about  53  hundredweight  of  coal  and  a  standard  load  for  the  "keels" 
then  used  at  Newcastle  was  10  caldrons,  or  26$  tons.  In  1679,  the  duty  that  had  been  imposed  upon  "keels"  at  Newcastle  was  placed  upon  ves- 
sels  employed  upon  the  Wear. 

In  1694,  Parliament  changed  the  duty  upon  coal  to  a  tax  upon  the  deadweight  of  the  coal  instead  of  upon  each  caldron  of  coal.  The  coal  barges 
or  boats  when  empty  were  loaded  with  actual  weights  of  iron  or  lead  until  the  maximum  load  of  26$  tons  had  been  placed  in  the  boat.  Then  the 
load-water  line  was  marked  upon  the  boat  by  nails  driven  in  the  hull  at  the  stem,  at  the  stern,  and  at  each  side  amidships.  By  an  act  of  1775,  this 
law  which  had  previously  applied  to  coal  carried  on  the  Tyne  and  on  the  Wear  was  applied  to  vessels  loading  coal  in  all  parts  of  the  United  King- 
dom.   The  act  applied  to  coal  and  only  to  boats  used  within  the  country;  it  did  not  apply  to  sea-going  ships. 

The  first  customs  act  of  Parliament  that  required  sea-going  and  coasting  ships  generally  to  be  measured  was  enacted  in  1694.  This  act  im- 
posed duties  upon  the  tonnage  of  vessels  and  the  tonnage  was  to  be  determined  by  multiplying  the  length  of  the  keel  by  the  breadth  of  the  vessel 
amidships  and  by  multiplying  this  product  by  the  depth  of  the  hold  below  the  upper  deck.  The  duties  imposed  by  the  act  of  1694  were  repealed 
in  1696.  An  act  passed  that  year  provided  for  the  registry  of  shipping,  but  no  rules  for  the  measurement  of  vessels  were  contained  in  the  act  which, 
as  far  as  tonnage  was  concerned,  simply  required  the  owners  of  vessels  to  declare  upon  oath  the  tons  burden  of  the  vessel's  registry. 

From  1696  until  1773  there  was  no  general  rule  for  the  measurement  of  vessels  applied  to  shipping  generally.  In  1720,  an  act  was  passed  pro- 
hibiting the  importation  of  spirits  in  vessels  of  less  than  "30  tons  burden  and  under"  and  "  for  the  preventing  of  disputes  that  may  arise  concern- 
ing the  admeasurement  of  ships  laden  with  brandy  and  other  spirits."  The  law  contained  the  following  rule  to  be  applied  to  the  measurement  of 
such  vessels  as  it  was  necessary  to  measure  in  order  to  enforce  the  act  of  1720:  "  Take  the  length  of  the  keel  within  board  (so  much  as  she  treads  on 
the  ground )  and  the  breadth  within  board  by  the  midship  beam,  from  plank  to  plank,  and  half  the  breadth  for  the  depth,  then  multiply  the  length 
by  the  breadth,  and  that  product  by  the  depth,  and  divide  the  whole  by  94;  the  quotient  will  give  the  true  contents  of  the  tonnage." 

In  1773  the  formula  of  1720,  by  which  only  a  comparatively  few  vessels  employed  in  one  kind  of  trade  had  been  measured,  was  applied  in  a 
modified  form  to  all  merchant  vessels.  The  tonnage  resulting  from  the  application  of  the  act  of  1773  is  spoken  of  as  "British  Old  Measurement " 
(B.  O.  M.J  tonnage.    The  measurement  formula  was  as  follows: 

(L-3/5B)XBx| 
Tonnage  B.  O.  M.= gj 

L  in  the  formula  is  the  length  of  the  vessel  along  the  rabbet  of  the  keel  from  the  back  of  the  main  stem  post  to  a  perpendicular  line  on  the  fore- 
part of  the  main  stem  under  the  bowsprit.    B  in  the  formula  is  the  breadth  from  the  outside  of  the  planking  at  the  broadest  part  of  the  ship. 

It  will  be  noted  that  the  act  of  1773  substituted  one-half  the  breadth  for  the  depth  in  the  factors  to  be  multiplied  together  to  determine  the  con- 
tents of  a  vessel.  At  that  time  the  breadth  was  approximately  twice  the  depth  and  the  formula  was  fairly  accurate.  This  feature  of  the  tonnage 
formula  of  1773,  however,  soon  caused  vessels  to  be  built  with  depth  disproportionate  to  their  breadth  and  length  and  the  law  had  a  bad  influence 
upon  ship  designs.  In  17S6  the  B.  O.  M.  tonnage  formula  was  changed  by  requiring  the  length  of  the  vessel  to  be  taken  not  along  the  keel  but 
along  the  load-water  line,  and  the  length  of  the  vessel  for  tonnage  measurement  was  taken  from  the  back  of  the  stern  post  to  the  front  of  the  main 
stem  with  a  deduction  therefrom  of  3  inches  for  each  foot  of  the  load-water  draft.    This  deduction  was  to  account  for  the  rake  of  the  stern  abaft. 

The  only  other  important  change  made  prior  to  1835  in  the  act  of  1773  was  contained  in  the  law  of  1S19,  which  provided  that  in  measuring  steam 
vessels  the  length  of  the  engine  room  should  be  deducted  from  the  vessel's  length  in  calculating  tonnage.  This  provision  led  to  the  abuse  of  con- 
structing the  engine-room  in  two  parts,  one  well  forward  and  the  other  aft,  with  an  intervening  space  between  the  two  parts  of  the  engine-room. 
The  distance  between  the  forward  bulkhead  and  the  after  bulkhead  of  the  engine  room  thus  was  made  to  include  the  greater  part  of  the  length  of 
the  vessel. 

The  abuses  that  developed  under  the  act  of  1773  led  to  the  appointment  by  the  Admiralty  of  a  committee  to  investigate  the  subject  of  tonnage 
in  1821.  The  report  made  by  this  committee  was  not  acted  upon  and  another  committee  was  appointed  by  the  Admiralty  in  1833.  The  report  of 
this  committee  led  to  the  enactment  of  the  law  of  1835— the  "new  measurement"  law— which  provided  for  a  much  more  accurate  system  of  meas- 
urement than  had  previously  prevailed.  The  depth  of  empty  vessels  was  taken  at  three  points  and  the  breadth  also  at  three  points,  and  a  com- 
plicated scheme  of  breadth  and  depth  factors  was  included  in  the  tonnage  formula.  The  tonnage  of  loaded  vessels  was  ascertained  by  dividing 
the  product  of  the  length,  breadth,  and  depth  by  130.  The  tonnage  of  the  spaces  in  poops  and  under  decks  raised  above  the  upper  deck  was  ascer- 
tained by  dividing  the  product  of  the  mean  inside  length,  breadth,  and  depth  by  92.4.  The  tonnage  allowance  for  engine-room  space  was  the  prod- 
uct of  the  length  of  the  engine  room  between  the  forward  and  aft  bulkheads,  of  the  depth  of  the  vessel  amidships  and  of  the  breadth  of  the  ship 
amidships  at  two-fifths  the  depth  from  the  deck  divided  by  92.4.  This  "new  measurement"  rule  remained  in  force  until  it  was  superseded  by 
the  Merchant  Shipping  Act  of  1854. 

For  the  history  of  British  tonnage  rules  consult  Report  of  Royal  Commission  on  Tonnage,  1881,  Appendixes  1  to  9,  for  the  statutes;  Lloyd's 
Calendar,  1911,  pp.  277  et  seq.;  White,  W.  H.,  Manual  of  Naval  Architecture,  5th  edition,  1900,  Chapter  II;  Holms,  Sir  George  C.  V.,  Ancient  and 
Modem  Ships,  Part  II,  Appendix  2,  1906;  The  Nautical  Gazette,  Vol.  LVIII  (1S89),  pp.  1,  89,  and  173. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  167 

break  in  the  upper  deck,"  and  for  the  inclusion  of  the  spaces  thus  measured  in  the  gross  ton- 
nage. The  formula  by  which  tonnage  was  determined  under  the  act  of  1835 — the  so-called 
"New  Measurement"  law — was  to  multiply  together  the  mean  length,  breadth,  and  height  of 
measured  spaces  and  to  divide  the  product  by  92.4. 

The  "New  Measurement"  law  of  1835  proved  unsatisfactory  because  the  tomiage  formula 
was  inaccurate;  and,  also,  because  the  law  was  so  worded  that  excessive  deductions  were 
made  for  propelling  power.  Nor  did  the  law  take  into  account  all  superstructures.  The 
dissatisfaction  with  the  act  of  1835  led  to  the  appointment  by  the  Admiralty  of  a  tonnage 
commission  in  1850,  which,  as  has  been  explained,  w<ts  in  favor  of  a  less  desirable  system  of 
measurement  than  had  been  established  by  the  act  of  1835.  The  commission  recommended 
a  system  of  external  measurement  of  vessels  to  determine  then-  tonnage.  This  report  having 
failed  to  receive  the  sanction  of  Parliament,  Mr.  George  Moorsom  worked  out  an  accurate  method 
of  determining  the  cubical  contents  of  spaces  within  vessels  and  the  "Moorsom  system"  was 
incorporated  hi  the  act  of  1854. 

The  act  of  1854,  which  adopted  Mr.  Moorsom's  system  of  measurement  and  stipulated  that 
100  cubic  feet  should  constitute  a  ton,  provided  for  the  measurement  of  superstructures  as 
f  ollows : 

If  there  is  a  break,  a  poop,  or  any  other  permanent  closed-in  space  on  the  upper  deck  available  for  cargo  or  stores, 
or  for  the  berthing  or  accommodation  of  passengers  or  crew,  the  tonnage  of  such  space  shall  be  ascertained  *  *  * 
and  shall  be  added  to  its  tonnage  under  the  tonnage  deck,  ascertained  as  aforesaid,  subject  to  the  following  provisos: 
First,  that  nothing  shall  be  added  for  berthing  of  the  crew  unless  such  space  exceeds  one-twentieth  of  the  remaining 
tonnage  of  the  ship,  and  in  case  of  such  excess  the  excess  only  shall  be  added;  and,  secondly,  that  nothing  shall  be 
added  in  respect  of  any  building  erected  for  the  shelter  of  deck  passengers  and  approved  by  the  Board  of  Trade. 

The  foregoing  pro  visions  of  the  act  of  1854,  and  also  one  other  section  of  the  act,  have  led 
to  controversy  and  to  serious  administrative  difficulties  in  applying  the  acts  of  1854  to  the 
space  between  the  upper  deck  and  the  one  above  it,  usually  called  the  "shelter"  deck.  The 
act  of  1854  stipulates  that — 

If  the  ship  has  a  third  deck,  commonly  called  a  spar  deck,  the  tonnage  of  the  space  between  it  and  the  tonnage 
deck  shall  be  ascertained  *  *  *  and  shall  be  added  to  the  other  tonnage  of  the  ship,  ascertained  as  aforesaid ;  and 
if  the  ship  has  more  than  three  decks,  the  tonnage  of  each  space  between  decks  above  the  tonnage  deck  shall  be  sever- 
ally ascertained  in  manner  above  described  and  shall  be  added  to  the  tonnage  of  the  ship,  ascertained  as  aforesaid. 

If  the  space  between  the  upper  deck  and  the  deck  above  it  were  permanently  closed-in,  it 
would  be  measured  and  included  in  gross  tonnage  under  the  provisions  of  the  act  of  1854.  If, 
however,  the  space  was  really  or,  as  it  has  turned  out,  technically  not  permanently  inclosed,  the 
space  was  exempted  from  measurement.  The  problems  connected  with  the  measurement,  exemp- 
tion, and  deduction  of  spaces  in  superstructures  above  the  uppermost  deck  and  of  spaces  between 
the  upper  and  "shelter"  deck  are  different  and  may  best  be  treated  separately.  It  will  be  well 
to  present  first  the  history  of  the  controversy  regarding  "shelter"  deck  spaces. 

The  Merchant  Shipping  Act  of  1854  makes  no  reference  to  a  "shelter"  deck,  but  refers  to 
a  spar  deck  above  the  upper  deck.  A  spar-decked  ship,  and  also  the  awnmg-dccked  ship,  had 
a  definite  meaning  at  the  time  of  the  passage  of  the  act  of  1854.  They  were  three-decked  ships 
having  lighter  scantlings  and  plating  above  than  below  the  second  deck.  The  space  between 
the  main  deck  and  the  awning  deck,  or  the  spar  deck,  was  completely  closed-in  and  was,  without 
question,  included  in  the  gross  tonnage  under  the  act  of  1854. 

At  various  times  during  the  1860's,  however,  shipowners  applied  to  the  Board  of  Trade 
for  the  exemption  of  spaces  between  the  upper  and  spar  or  awning  decks,  and  during  the  1870's 
strong  pressure  was  exerted  by  shipowners  to  secure  the  exemption  of  'tween-deck  spaces  under 
the  awning  deck.  The  term  "awning  deck"  seems  to  have  arisen  in  connection  with  the  car- 
riage of  passengers  in  the  East  Indian  trade  and  cattle  in  the  North  Atlantic  trade.  The  spaces 
under  the  awning  deck  were  not  permanently  closed-in  and  were  entitled  to  exemption  from 
measurement  and  gross  tonnage,  but  gradually  the  space  between  the  upper  and  awning  deck 
was  subdivided  by  numerous  cross  bulkheads  and  the  sides  and  deck  were  so  constructed  as 
to  make  the  'tween-deck  space  under  the  awning  deck  practically  closed  against  the  sea.     It 


168  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

thus  became  difficult  to  determine  whether  the  law  required  the.  space  between  the  upper  and 
awning  deck  to  be  measured  or  whether  the  space  was  entitled  to  exemption.  In  1866  the 
Board  of  Trade  made  the  proposition  that  spaces  under  a  spar  or  awning  deck,  excepting  those 
actually  "included  in  poop,  forecastle,  deck  house,  saloons,  or  cabins,"  should  be  exempted 
from  measurement,  with  the  stipulation  that  exempted  spaces  were  not  to  be  used  for  freight 
or  for  the  accommodation  of  crew  or  passengers,  but  this  suggestion  was  not  put  into  force, 
and  the  board  took  the  stand  that  all  closed-in  spaces  should  be  measured  and  included  in  the 
tonnage;  and  the  bill  of  1872,  which  was  supported  by  the  Board  of  Trade,  provided  for  the 
inclusion  in  tonnage  of  "all  covered-in  spaces  on  any  deck,  except  spaces  covered  in  for  the 
shelter  of  deck  passengers  and  appropriated  exclusively  to  their  use  and  approved  for  that 
purpose  by  the  Board  of  Trade."  This  bill  did  not  become  a  law,  nor  did  the  bill  of  1874,  also 
supported  by  the  Board  of  Trade,  which  contained  the  main  provisions  of  the  Suez  Canal  rules 
as  to  superstructures  and  'tween-deck  spaces. 

The  position  taken  by  the  Board  of  Trade  was  successfully  opposed  by  the  shipowners. 
In  1872  the  Clyde  Steam  Navigation  Co.  claimed  that  the  space  between  the  upper  deck  and 
the  awning  deck  of  the  steamship  Bear  was  entitled  to  exemption  from  measurement,  and  the 
company  appealed  from  the  ruling  of  the  Board  of  Trade  including  this  space  in  tonnage.  The 
awning  deck  of  the  Bear  was  its  uppermost  full-length  deck,  which  was  closed-in  except  for 
two  openings,  one  forward  and  the  other  abaft  the  engine  room.  There  were  no  permanent 
doors  attached  to  these  openings  nor  were  there  other  means  of  "permanently"  closing  them, 
although  there  were  boards  and  tarpaulins  by  which  the  openings  might  be  covered  as  soon 
as  the  vessel  got  out  to  sea.  In  1875,  the  case  reached  the  House  of  Lords,  which  decided 
that  the  awning  deck  of  the  Bear  did  not  constitute  an  upper  or  spar  deck  under  the  terms 
of  the  act  of  1854  and  that  the  space  between  awning  and  upper  decks  was  entitled  to  exemp- 
tion from  measurement.     The  decision  defined  a  closed-in  upper  or  spar  deck  as  follows: 

The  kind  of  upper  or  spar  deck  mentioned  in  the  act  of  Parliament  is  a  continuous  deck  from  stem  to  stem, 
fastened  up  and  water  tight,  sealing  up  the  cylinder  formed  between  the  two  decks  and  making  it  a  fit  place  for  the 
stowage  of  cargo  like  a  hold.1 

The  decision  in  the  Bear  case  compelled  the  Board  of  Trade  to  alter  its  regulations  and  to 
consider  as  open  the  spaces  under  shelter  decks  having  toimage  openings  similar  to  those  in 
the  uppermost  deck  of  the  Bear,  although  the  space  between  the  upper  and  shelter  deck  might 
be  used  for  dry  cargo.  In  order,  however,  that  this  'tween  deck  space  should,  when  used, 
not  be  exempted  from  light  dues  and  other  port  charges,  Parliament,  in  1876,  amended  the 
act  of  1854  by  providing  for  the  measurement  of  the  space  occupied  by  cargo  carried  on  deck 
or  in  exempted  spaces.  The  provisions  of  the  act  of  1876  regarding  deck  cargoes  were  as 
follows : 

If  any  ship,  British  or  foreign,  other  than  home-trade  ships,  as  defined  by  the  Merchant  Shipping  Act,  1854,  carries 
deck  caigo,  that  is  to  say,  in  any  uncovered  space  upon  deck,  or  in  any  covered  space  not  included  in  the  cubical 
contents  forming  the  ship's  registered  tonnage,  timber,  stores,  or  other  goods,  all  dues  payable  on  the  ship's  tonnage 
shall  be  payable  as  if  there  were  added  to  the  ship's  registered  tonnage  the  tonnage  of  the  space  occupied  by  such 
goods  at  the  time  at  which  such  dues  become  payable.2 

The  enactment  of  the  deck  cargoes  act  of  1876  probably  prevented  the  passage  of  a  law 
amending  the  act  of  1854  in  such  a  way  as  to  include  so-called  "shelter"  deck  spaces  within 
measurement  and  tonnage.  Parliament  has  sided  with  the  shipowners  in  their  desire  to  keep 
the  tonnage  of  British  shipping  low  for  the  purpose  of  lessening  the  charges  to  be  borne  by 
British  shipping  at  home  and  abroad;  and  the  fact  that  such  portions  of  the  "shelter"  deck 
spaces  as  are  actually  occupied  by  cargo  are  measured  and  added  to  the  space  upon  which 
shipping  charges  are  imposed  has  seemed  to  render  unnecessary  the  enactment  of  a  law  that 
would  include  in  gross  tonnage  the  entire  closed-in  capacity  of  vessels  and  in  net  tonnage  the 
capacity  actually  available  for  passengers  and  cargo.  The  Royal  Commission  of  1881  recom- 
mended "that  gross  tonnage  should  be  made  to  include  all  permanently  covered  and  closed-in 
spaces  above  the  uppermost  deck;  and  that  erections  with  openings  either  on  deck,  or  cover- 

i  For  judgment  of  court  see  Report  ot  Royal  Commission  on  Tonnage,  1881,  p.  717. 
■'  Merchant  Shipping  Act,  1876,  39  and  40  Vict.,  sec.  23. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  169 

ings,  or  partitions  that  can  readily  be  closed-in,  should  also  be  included  in  gross  tonnage"; 
but  the  recommendation  of  the  Royal  Commission  was  not  adopted  by  Parliament;  and  the 
provisions  of  the  act  of  1854  regarding  spaces  between  the  upper  deck  and  deck  above  it  remain 
unchanged.  Since  the  decision  of  the  House  of  Lords  in  the  Bear  case  in  1875,  the  Board 
of  Trade  has  been  obliged  to  exempt  from  measurement  the  spaces  under  decks  provided  with 
technical  tonnage  openings.  In  order  to  secure  uniform  practice  on  the  part  of  surveyors,  the 
Board  of  Trade  enforces  at  the  present  time  the  following  regulations  as  to  "the  exemption 
from  measurement  of  spaces  situated  above  the  upper  deck" : 

The  minimum  width  and  height  of  the  permanent  openings  in  the  bulkheads  are  fixed  at  3  feet  and  4  feet  respectively, 
and  if  coamings  are  fitted  thereto  their  height  must  not  exceed  2  feet. 

This  rule  also  applies  when  exemption  from  measurement  is  claimed  for  the  space  between  the  upper  and  shell  er 
decks,  when  such  spaces  are  subdivided  by  one  or  more  transverse  bulkheads. 

A  single  opening  on  one  side  of  a  bulkhead  is  not  considered  sufficient  to  entitle  the  space  thus  partitioned  off  to 
exemption,  unless,  in  addition  to  this,  there  are  a  number  of  freeing  ports  and  scuppers  fitted  on  each  side  of  the  space 
claimed.  In  such  cases,  the  owner's  application  for  exemption  and  also  a  sketch  of  the  space  drawn  to  scale  must  be 
forwarded  to  the  principal  surveyor  for  tonnage  for  examination,  and  exemption  must  not  be  allowed  without  the 
board's  approval.  In  shelter-deck  cases,  when  the  permanent  deck  opening  is  situated  aft,  there  must  be  at  least 
two  openings  in  all  the  transverse  bulkheads  in  the  'tween  deck  on  the  fore  side  of  it  to  entitle  the  space  to  exemption. 

As  regards  the  dimensions  of  the  permanent  middle  line  opening  in  the  shelter  deck  the  length  must  not  be  less 
than  4  feet  clear  opening,  and  the  width  must  at  least  be  equal  to  that  of  the  after  cargo  hatch  upon  the  same  deck. 
The  distance  between  the  after  edge  of  the  deck  opening  and  the  aft  side  of  the  sternpost  must  not  be  less  than  one- 
twentieth  the  registered  length  of  the  vessel;  or  if  placed  forward,  the  fore  side  must  not  be  less  than  one-fifth  the  length 
of  the  vessel  from  the  stem. 

The  enforcement  of  the  Merchant  Shipping  Act  of  1S.54,  as  regards  the  measurement,  exemp- 
tion, and  deduction  of  spaces  included  within  superstructures,  gave  rise  to  several  distinct  prob- 
lems, the  first  of  which  grew  out  of  the  provisions  of  the  act  regarding  crew  spaces. 

The  law  of  1854  provided  for  the  exemption  from  measurement  and  tonnage  of  crew  spaces 
up  to  "one-twentieth  of  the  remaining  tonnage  of  the  ship";  and  it  was  the  practice  of  the 
Board  of  Trade,  until  1867,  to  make  the  exemption  of  one-twentieth  of  the  remaining  tonnage 
for  crew  spaces  and  to  measure  and  include  in  tonnage  all  crew  spaces  in  excess  of  that  per- 
centage. The  Merchant  Shipping  Act  of  1867  amended  the  law  of  1854,  and  stipulated  that  all 
spaces  occupied  by  the  crew  wherever  located  were  to  be  measured  and  included  in  gross  tonnage 
and  were  to  be  deducted  therefrom  to  determine  net  tonnage.  It  was  provided  by  the  act  of 
1S67  that  each  seaman  or  apprentice  should  be  allowed  a  minimum  space  of  72  cubic  feet  and 
of  12  superficial  feet.  The  Board  of  Trade  interpreted  the  act  of  1867  as  supplanting  the  pro- 
visions of  the  act  of  1854  as  regards  crew  spaces,  and  from  1867  to  1879  it  was  the  practice  of 
the  Board  of  Trade  to  include  all  crew  spaces  in  gross  tonnage  and  to  deduct  such  spaces  to 
ascertain  net  tonnage.  This  practice  of  the  Board  of  Trade,  however,  had  to  be  changed  in 
1S79,  because  of  the  decision  of  the  High  Court  of  Justice  in  the  Isabella  case.1  The  owners  of 
the  Isabella,  the  London  &  North  Western  Railway  Co.,  it  will  be  recalled,  contended  that 
the  crew  spaces  on  this  steamer  were  entitled  to  exemption  from  measurement  up  to  one- 
twentieth  of  the  remaining  tonnage  under  the  act  of  1854,  and  that  the  Board  of  Trade  was 
required  by  the  act  of  1867  also  to  deduct  from  gross  tonnage  all  the  spaces  occupied  by  crew. 
The  High  Court  of  Justice  sustained  the  contention  of  the  London  &  North  Western  Railway 
Co.,  and  the  Board  of  Trade  was  thus  compelled  to  deduct  from  the  gross  tonnage  spaces  that 
had  not  been  included  therein.  This  practice  was  necessary  for  10  years,  when  by  the  act  of 
1889  Parliament  repealed  the  clauses  of  the  Merchant  Shipping  Act  of  1854  relating  to  crew 
spaces  and  specifically  provided  that  no  spaces  should  be  deducted  from  gross  tonnage  that  had 
not  been  included  therein. 

The  acts  of  1S67  and  of  1889,  as  regards  crew  spaces,  remained  unchanged  until  1906,  when 
the  minimum  crew  space  per  man  was  increased  to  120  cubic  feet  and  to  15  superficial  feet.  As 
the  law  now  stands,  all  crew  spaces  wherever  located  are  measured  and  included  in  gross  tonnage 
and  are  thereafter  deducted  hi  the  calculation  of  net  tonnage.  The  British  law,  unlike  the  Suez 
(anal  tonnage  rides,  does  not  limit  crew-space  deductions  to  5  per  cent  of  the  gross  tonnage. 

'Case  of  the  Isabella,  Apr.  3,  1S79  (London  &  North  Western  Ry.  Co.  o.  Wm.  Fraser).    See  Report  of  Royal  Commission  on  Tonnage,  1881, 
pp.  729-733. 

61861°— 13 12 


170  MEASUKEMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

The  second  difficulty  encountered  in  the  measurement  of  superstructures  under  the  Mer- 
chant Shipping  Act  of  1854  concerned  the  treatment  of  light  and  air  spaces  above  the  engine 
room.  Prior  to  1879,  it  was  the  practice  of  the  Board  of  Trade  to  measure  and  include  hi  gross 
tonnage  the  light  and  air  spaces  from  the  crown  of  the  engine  room  to  the  upper  deck.  The 
space  thus  measured  was  also  included  in  the  engine  room.  The  light  and  air  and  funnel  spaces 
framed  in  above  the  upper  deck  were  exempted  from  measurement  and  consequently  were  not 
deducted  from  gross  tonnage  in  the  calculation  of  net  tonnage.  The  decision  of  the  High  Court  of 
Justice  in  the  Isabella  case  in  1879,  however,  made  it  necessary  for  the  Board  of  Trade  to  deduct 
from  gross  tomiage  the  light  and  air  and  funnel  spaces  above  the  upper  deck  even  though  those 
spaces  had  not  been  included  in  gross  tonnage.  This  defect  in  the  law  of  1867  was  remedied  by 
the  provision  of  the  act  of  1889  that  no  space  should  be  deducted  unless  it  had  previously  been 
included  in  gross  tonnage.  It  was  also  provided  by  the  act  of  1889  that  framed-in  light  and 
air  and  funnel  spaces  above  the  upper  deck  should  not  be  measured  except  upon  the  written 
request  of  the  owner  of  the  ship.  When  measured  upon  such  request,  the  light  and  air  and 
funnel  spaces  above  the  upper  deck  were  included  in  the  engine  room  and  deducted  as  a  part  of 
the  propelling-power  space,  in  accordance  with  the  rules  governing  propelling-power  deductions. 
The  objections  to  the  present  provisions  of  the  British  measurement  rules  as  regards  light  and 
air  and  funnel  spaces  have  been  considered  at  length  in  Chapters  IV  and  V. 

In  applying  the  Merchant  Shipping  Act  of  1854  to  spaces  above  the  upper  deck,  a  third  prob- 
lem arose  which  involved  the  definition  of  what  constituted  a  "permanent  closed-in  superstruc- 
ture." The  question  came  concretely  before  the  Board  of  Trade  and  the  Collectors  of  Customs 
in  1866  and  from  time  to  time  thereafter  until  the  position  taken  by  the  Commissioners  of  the 
Customs  and  by  the  Board  of  Trade  was  overruled  by  the  courts  in  1872  and  1873.  The  first  case 
decided  was  that  of  the  Danzig,  which  arose  in  1872  and  was  decided  by  the  courts  the  following 
year.  The  statement  of  the  question  involving  the  Danzig  case  as  presented  by  the  judge  who  ren- 
dered the  decision  is  quite  as  interesting  as  the  facts.  The  Danzig  was  a  small  vessel  which,  as 
constructed  in  1866,  had  a  bridge  and  a  hurricane  deck  which  constituted  partial  coverings  of  the 
upper  or  weather  deck  of  the  vessel.  When  first  measured  for  tonnage,  the  spaces  under  the 
bridge  and  the  hurricane  deck  so  far  as  not  inclosed  into  deck  houses  were  not  measured,  but 
as  the  judge  in  the  decision  of  the  case  stated: 

In  1870,  a  roundhouse  was  built  for  steerage  passengers,  and  this,  being  measured,  added  about  20  tons,  making  the 
whole  tonnage  4S0.48  tons;  but  still  no  attempt  was  made  to  measure  the  covered  spaces  under  the  bridge  and  hurricane 
deck.  In  the  beginning  of  1871  the  pursuers  constructed  an  additional  covering  over  the  upper  deck  of  the  vessel, 
extending  from  the  after  end  of  the  forecastle,  and  joining  with  the  front  edge  of  the  bridge.  The  custom  house  author- 
ities immediately  claimed  that  this  made  the  whole  space  so  covered  a  closed-in  space  in  the  sense  of  the  statute,  and 
that  it  fell  to  be  measured  and  added  to  the  tonnage.  After  some  communings,  this  was  ultimately  done,  and  the 
added  tonnage  came  to  no  less  than  84.78  tons.  It  is  of  this  addition  that  the  pursuers  complain,  and  to  try  the  question 
the  present  action  has  been  brought. 

The  decision  of  the  court  was  that  the  space  under  the  new  covering  was  not  "in  the  sense 
of  the  statute  a  break,  a  poop,  or  any  permanent  closed-in  space  on  the  upper  deck  available 
for  cargo  or  stores  or  for  the  berthing  or  accommodation  of  passengers  or  crew"  and  that  "the 
covering  does  not  enable  the  ship  to  carry  more  tomiage — using  the  word  in  the  sense  of  weight — 
of  cargo  than  before  but  only  to  carry  its  former  complement  better  and  easier." 

The  facts  involved  in  the  Windsor  case  decided  in  1873  were  similar  to  those  presented  by 
the  Danzig  case  and  the  decision  of  the  court  was  again  hi  favor  of  the  "pursuers."  These 
decisions  of  the  courts  compelled  the  Board  of  Trade  to  exempt  from  measurement  spaces  in 
superstructures  which  the  Board  of  Trade  would  otherwise  have  considered  closed-in.  The 
present  instructions  of  the  Board  of  Trade  to  surveyors  as  to  the  measurement  of  permanent 
closed-in  spaces  in  erections  on  or  above  the  upper  deck  are  as  follows : 

In  carrying  out  the  provisions  of  section  77  of  the  Merchant  Shipping  Act,  1894,  with  respect  to  permanent  closed-in 
spaces  on  the  upper  deck,  the  surveyors  should,  in  determining  whether  or  not  they  should  be  measured  and  added  to 
the  tonnage  tinder  the  tonnage  deck,  have  regard  to  the  character  and  structural  condition  of  such  deck  erections  at  the 
time  when  they  are  presented  to  the  notice  of  the  surveyor. 

Poops,  bridges,  or  any  other  permanent  erections  with  one  or  more  openings  in  the  sides  or  ends  not  fitted  with 
floors  or  other  permanently  attached  means  of  closing  them,  should  not  be  measured  and  included  in  the  tonnage. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  171 

In  every  such  erection,  whenever  any  portion  of  the  space  is  occupied  by  timber,  stores,  or  other  goods,  the  tonnage 
of  such  space  is  ascertained  and  recorded  by  the  customs  in  accordance  with  section  85  of  the  Merchant  Shipping  Act, 
1894. 

Poops,  bridges,  or  any  other  permanent  erections  with  one  or  more  openings  in  the  sides  or  ends  not  fitted  with 
doors  or  other  permanently  attached  means  of  closing,  but  otherwise  so  closed  in  as  to  be  not  only  available  but  also 
actually  fitted  and  used  for  the  berthing  or  accommodation  of  passengers,  must  be  measured  and  added  to  the  tonnage. 

The  enactment  of  the  deck  cargoes  act  hi  1876  enabled  the  Board  of  Trade  to  add  to  the 
tonnage  upon  which  charges  were  paid  such  portions  o'f  exempted  bridge  spaces  and  of  spaces 
in  other  deck  erections  as  might  be  occupied  b}^  deck  cargo,  and  the  ability  to  do  this  probably 
accounts  for  the  fact  that  there  has  been  no  legislation  enacted  to  define  more  definitely  what 
shall  constitute  closed-in  spaces  under  the  act  of  1854.  The  report  of  the  Royal  Commission 
on  Tonnage  of  1881  recommended  that  "gross  tonnage  should  be  made  to  include  all  per- 
manently covered  and  closed-in  spaces  above  the  uppermost  deck;  and  that  erections  with 
openings  either  on  deck,  or  coverings,  or  partitions  that  can  readily  be  closed-in  should  also 
be  included  in  gross  tonnage";  but  the  recommendation  was  successfully  opposed  by  the 
shipowners  and  was  not  made  law  by  parliamentary  act. 

While  hatchways  are  technically  not  superstructures,  it  will  be  well  to  explain  how  they 
have  been  treated  in  the  administration  of  the  act  of  1854.  Although  hatchways  came  within 
the  definition  of  closed-in  spaces  under  the  act  of  1854,  they  were  for  some  time  after  the  passage 
of  that  law  not  measured  because  their  volume  was  insignificant.  With  the  increase  in  the  size 
and  number  of  hatchways,  however,  their  volume  became  sufficient  to  cause  the  Board  of 
Trade,  in  1876,  to  issue  the  following  instructions  which  are  still  in  force: 

In  all  new  vessels  and  in  all  vessels  coming  in  for  remeasurement,  the  cubical  contents  of  the  hatchways  are  to  be 
obtained  thus:  Multiply  the  length  and  breadth  together  and  the  product  by  the  mean  depth  taken  from  the  top  of 
beam  to  the  underside  of  the  hatch.  From  the  aggregate  tonnage  of  the  hatchways  deduct  one-half  per  cent  of  the 
gross  tonnage,  and  add  the  remainder  to  the  gross  tonnage  of  the  ship. 

The  space  occupied  by  hatchways  is  included  in  the  ship's  tonnage  only  when,  and  to  the 
extent  that,  the  volume  of  the  hatchways  is  in  excess  of  one-half  of  1  per  cent  of  the  gross 
tonnage  of  the  vessel  exclusive  of  hatchways.  The  "excess  of  hatchways"  added  to  the  ship's 
tonnage  is  thus  a  variable  quantity  affected  by  the  rules  which  determine  the  spaces  that  shall 
be  included  in  gross  tonnage.  The  measurement  rides  of  Great  Britain,  Germany,  the  United 
States,  and  the  Suez  Canal  Co.,  concerning  the  measurement  of  hatchways,  are  identical; 
but  the  amount  added  to  gross  tonnage  for  hatchways  in  the  case  of  any  particular  ship  would 
depend  upon  the  rules  governing  gross  tonnage. 

In  applying  the  Merchant  Shipping  Act  of  1854,  the  Board  of  Trade  has  been  compelled 
by  decisions  of  the  courts  and  by  acts  of  Parliament  to  make  more  exemptions  from  gross 
tonnage  and  more  deductions  therefrom  in  the  calculation  of  net  tonnage  than  were  made  under 
the  act  of  1854,  as  first  interpreted.  Attention  has  been  called  to  the  effect  which  the  decisions 
of  the  courts  in  1872,  1873,  and  1875  had  upon  the  measurement  of  spaces  in  superstructures 
and  of  spaces  between  the  so-called  shelter  deck  and  the  upper  deck.  The  act  of  1867  required 
the  Board  of  Trade  to  deduct  all  spaces  occupied  by  the  crew;  and,  from  1879  to  1889,  excessive 
deductions  were  necessarily  made  under  this  law.  The  deck  cargoes  act  of  1876  was  passed  by 
Parliament  in  lieu  of  legislation  more  definitely  defining  what  should  be  included  in  and  exempted 
from  measurement. 

The  law  of  1889  authorizes  the  deduction  as  a  part  of  the  engine  room  of  fight  and  air  and  fun- 
nel spaces  above  as  well  as  below  the  upper  deck  upon  written  request  of  the  owner  of  the  vessel. 
This  same  act  of  188&  increased  the  deductions  from  gross  tonnage  of  closed-in  spaces  above  the 
deck  by  authorizing  the  deduction  of  (1)  the  space  occupied  by  sails  upon  sailing  vessels  up  to 
2^2  per  cent  of  the  gross  tonnage;  (2)  spaces  occuffied  exclusively  by  the  master  of  the  ship; 
(3)  spaces  used  exclusively  for  keeping  the  charts,  signals  and  other  instruments  of  navigation 
and  boatswains  stores;  and  (4)  the  space  occupied  by  the  donkey  engine  and  boiler  if  connected 
with  the  engine  room  of  the  ship,  it  being  provided  hi  1889,  as  it  had  been  in  1854,  that  the 
donkey  engine  and  boiler  space  should  be  exempted  from  measurement  if  located  above  decks. 
Finally  the  act  of  1906,  by  increasing  the  minimum  space  to  be  allotted  each  member  of  the 


172  MEASUREMENT   OF  (VESSELS   FOE   PANAMA   CANAL. 

crew  on  British  ships,  added  to  the  deductions  authorized  to  be  made  from  gross  tonnage  to 
determine  net  tonnage.  The  additional  deductions  authorized  by  the  acts  of  1889  and  1906 
were  undoubtedly  justified  and  the  laws  are  here  referred  to  merely  to  bring  out  the  fact  that  the 
effect  of  successive  laws  has  been  to  increase  rather  than  decrease  the  deductions  provided  for 
by  the  successive  enactments  of  Parliament. 

Superstructures  were  relatively  small  and  their  measurement  was  unimportant  in  1854. 
Moreover,  it  was  subsequent  to  that  date  that  the  practice  arose  of  erecting  a  complete  fore- 
and-aft  deck  above  the  upper  deck.  With  the  growth  of  the  size  of  superstructures  and  with 
the  increasing  tendency  to  employ  so-called  shelter  deck  vessels  in  general  freight  service,  the 
laws  of  Great  Britain  regarding  the  measurement  of  spaces  above  the  upper  deck  and  regarding 
deductions  from  gross  tonnage  in  the  case  of  such  spaces  above  the  upper  deck  have  become 
antiquated.  As  now  applied  the  act  of  1854  with  its  amendments  does  not  result  in  a  gross 
tonnage  equivalent  to  the  entire  closed-in  capacity  of  vessels  nor  in  a  net  tonnage  that  closely 
approximates  the  actual  earning  capacity  of  vessels. 

The  total  exemptions  of  spaces  above  the  upper  deck  permitted  by  the  measurement 
rules  of  Great  Britain  as  now  enforced  are  enumerated  in  Chapter  IV,  but  may  be  restated 
here  for  convenience.     Summarily  expressed  they  are  as  follows: 

1.  All  superstructures  which  are  not  permanent  closed-in  spaces.  This  includes  skylights 
and  domes,  companionways  and  all  spaces  of  any  kind  which  are  not  classed  as  closed-in  under 
the  rules. 

2.  Spaces  between  the  "shelter"  deck  and  the  upper  deck,  except  spaces  such  as  are 
actually  occupied  by  cargoes. 

3.  Closed-in  superstructures  solely  appropriated  to,  and  fitted  with,  machinery.  Also  the 
wheelhouse. 

4.  Deck  erections  for  sheltering  deck  passengers  on  short  voyages,  if  specially  permitted 
by  the  Board  of  Trade. 

5.  "The  cook  house  and  bakeries  when  fitted  with  ovens  and  used  entirely  for  such  pur- 
poses, and  the  condenser  space." 

6.  Toilets  to  a  reasonable  extent  for  the  officers  and  crew;  and,  in  the  case  of  vessels  fitted 
particularly  for  passengers,  an  additional  toilet  room  may  be  allowed  for  every  50  persons; 
"not  more  than  12  are,  however,  generally  necessary." 

7.  Inclosed  light  and  air  and  funnel  spaces  above  the  upper  deck,  unless  their  measure- 
ment is  especially  requested  by  the  owner.     Such  spaces  must  be  reasonable  in  extent. 

8.  Hatchways  are  measured,  but  then  volume  up  to  one-half  of  1  per  cent  of  the  gross 
tonnage  of  the  vessel  exclusive  of  hatchways  is  omitted  from  gross  tonnage. 

The  total  deductions  from  gross  tonnage  for  spaces  above  the  upper  deck  are  stated  in 
Chapter  V.     They  may  be  summarized  as  follows : 

1.  Crew  spaces  with  a  minimum  of  120  cubic  feet  and  15  superficial  feet  per  man,  including 
spaces  below  as  well  as  above  decks. 

2.  The  master's  cabin,  when  used  exclusively  by  the  master.  Also  engineers  and  officers' 
quarters,  including  berths,  mess  rooms,  and  reasonable  toilet  facilities. 

3.  Light  and  air  and  funnel  spaces  as  part  of  the  engine  room,  if  requested  by  the  owner 
and  if  they  are  reasonable  in  extent.  If  not  requested,  such  spaces  above  the  upper  deck  are 
exempted. 

4.  The  chart  room,  used  exclusively  for  charts,  signals,  and  other  instruments  of  navigation. 

5.  Space  occupied  by  boatswain's  stores. 

6.  The  donkey  engine  and  boiler  room  if  connected  with  the  engine  room  of  the  ship. 

7.  The  sail  room  of  a  sailing  vessel,  up  to  2\  per  cent  of  the  gross  tonnage. 

HISTORY  OF  THE  TREATMENT   OF   SPACES   IN   SUPERSTRUCTURES   AND   UNDER   "  SHELTER"    DECKS 

IN   THE    SUEZ    MEASUREMENT    RULES. 

Shortly  before  the  International  Tonnage  Commission  met  at  Constantinople  in  1873  to 
draft  measurement  rules  to  determine  the  tonnage  upon  which  tolls  should  be  paid  by  vessels 
using  the  Suez  Canal-,  the  United  States,  the  Netherlands,  Austria,  Turkey,  Denmark,  Germany, 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  173 

Italy,  and  France  had  adopted  the  gross  tonnage  rules  contained  in  the  British  Merchant  Ship- 
ping Act  of  1S54.  Prior  to  1873  the  Board  of  Trade  had  enforced  the  provisions  of  the  act  of 
1854  so  as  to  include  practically  all  closed-in  spaces  within  gross  tonnage.  Accordingly  the 
International  Tonnage  Commission  at  Constantinople  made  the  provisions  of  the  act  of  1854 
as  regards  above-deck  spaces  and  the  practice  of  the  Board  of  Trade  in  administering  that  act 
the  basis  of  the  commission's  consideration  of  that  part  of  the  Suez  rules  which  concern  the 
exemption,  measurement,  or  deduction  of  above-deck  spaces. 

As  has  been  explained,  however,  the  Board  of  Trade  had,  by  1873,  begun  to  meet  with  oppo- 
sition to  its  definition  of  '"permanent  closed-in  spaces"  and  of  the  "  uppermost  or  spar  deck." 
The  Danzig  case  and  the  Windsor  case  had  been  decided  by  the  courts  in  1872  and  1873,  and 
the  Bear  case  was  then  pending  in  the  courts,  and  the  necessityfor  a  more  precise  definition  of 
closed-in  spaces  was  evident  to  the  British  delegates  at  the  Constantinople  convention. 

The  rides  formulated  by  the  International  Tonnage  Commission  at  Constantinople  differed 
from  the  British  rides  as  to  superstructures  and  above-deck  spaces  in  three  particulars.  The 
variations  from  the  British  rules,  which  were  brought  about  largely  through  the  influence  of  the 
British  delegates,  included,  first,  an  accurate  definition  of  covered  and  closed-in  spaces,  the 
necessity  for  such  a  definition  having  been  urged  upon  the  commission  by  a  subcommittee, 
which  reported  that  "these  spaces  should  be  so  defined  as  to  preclude  the  possibility  of  the 
evasion  of  the  law  such  as  is  now  practiced."  The  rules  adopted  by  the  Constantinople  Com- 
mission deviated,  in  the  second  particular,  from  the  British  rules  regarding  superstructures  by 
stipulating  that  gross  tonnage  should  include  all  inclosed  spaces  without  any  exemptions.  The 
Suez  rules,  as  a  third  variation  from  those  in  force  in  Great  Britain,  included  in  net  tonnage 
various  closed-in  spaces  which,  in  1873,  were,  by  the  Board  of  Trade  rides,  either  exempted 
from  measurement  or  deducted  from  gross  tonnage.  The  difference  between  the  Suez  and 
British  rides  as  regards  the  exemption,  measurement,  and  deduction  of  above-deck  spaces  has 
been  fully  explained  hi  Chapters  IV  and  V. 

The  Suez  measurement  rules  formulated  by  the  International  Tonnage  Commission  hi 
1873  contained  the  provision  that  "gross  tonnage  comprehends  the  measurement  of  the  whole 
space  below  the  upper  deck,  as  well  as  of  spaces  comprised  within  permanent  constructions 
above  that  deck  which  are  covered  and  closed  in."  !  The  rules  also  provided  that  spaces  of. 
two  different  classes  should  be  deducted  from  gross  tonnage  to  determine  net  tonnage:  (1) 
Special  deductions,  spaces  occupied  by  the  propelling  power  of  steamers,  and  (2)  general  deduc- 
tions, spaces  above  and  below  deck  required  for  the  crew  and  for  navigation  purposes.  As 
regards  the  second  class  of  deductions,  the  report  of  the  International  Tonnage  Commission 
explained  that — 

The  general  deductions  refer  (a)  to  the  accommodation  of  the  crew  (stewards  and  passengers'  servants  are  not  to 
be  considered  as  part  of  the  crew);  (6)  to  officers'  cabins  (the  captain's  not  included  therein);  (c)  to  cook  houses  and 
closets  exclusively  for  the  use  of  the  crew,  situated  either  above  or  below  the  upper  deck;  and  (d)  to  covered  and 
closed-in  spaces,  if  there  are  any  on  the  lipper  deck,  employed  for  working  the  ship.  These  spaces  are  to  be  measured 
separately,  and  the  sum  of  them  deducted.  The  sum  total  of  these  deductions  is,  however,  in  no  case  to  exceed  5  per 
cent  of  the  gross  tonnage,  but  this  percentage  may  be  distributed  among  the  several  spaces  according  to  the  practice 
and  requirements  of  different  countries.  Besides  the  above-named  spaces,  it  was  proposed  in  the  commission  to  deduct, 
further,  spaces  occupied  by  the  captain's  cabin,  the  sail  room,  and  other  places  used  for  stowing  ropes  and  other  gear, 
but  these  latter  deductions  were  not  approved  by  an  absolute  majority  of  votes. 

1  The  Suez  rules  as  to  what  gross  tonnage  shall  include  and  as  to  the  measurement  of  superstructures  and  "shelter"  decks  as  formulated  by  the 
International  Tonnage  Commission  in  1S73  were  as  follows.    These  rules,  supplemented  by  the  regulations  of  1904,  are  still  in  force. 

"The  gross  tonnage  or  total  capacity  of  ships  comprises  the  exact  measurement  of  all  spaces  (without  any  exception)  below  the  upper  deck, 
as  wbU  as  of  all  permanently  covered  and  closed-in  spaces  on  that  deck. 

"  By  permanently  covered  and  closed-in  spaces  on  the  upper  deck  are  to  be  understood  all  those  which  are  separated  off  by  decks  or  coverings, 
or  fixed  partitions,  and  therefore  represent  an  increase  of  capacity  which  might  be  used  for  the  stowage  of  merchandise,  or  for  the  berthing  or  accom- 
modation of  the  passengers  or  of  the  officers  and  crew.  Thus,  any  one  or  more  openings,  either  in  the  deck  or  coverings,  or  in  the  partitions,  or  a 
break  in  the  deck,  or  the  absence  of  a  portion  of  the  partition,  will  not  prevent  such  spaces  being  comprised  in  the  gross  tonnage,  if  they  can  be 
easily  closed-in  after  admeasurement,  and  thus  better  fitted  for  the  transport  of  goods  and  passengers. 

"  But  the  spaces  under  awning  decks  without  other  connections  with  the  body  of  the  ship  than  the  props  necessary  for  supporting  them,  which 
are  not  spaces,  'separated  off,'  and  are  permanently  exposed  to  the  weather  and  the  sea,  will  not  be  comprised  in  the  gross  tonnage,  although  they 
may  serve  to  shelter  the  ship's  crew,  the  deck  passengers,  and  even  merchandise  known  as  'deck  loads.' 

"  '  Deck  loads '  are  not  comprised  in  the  measurement. 

"Closed  spaces  for  the  use  or  possible  use  of  passengers  will  not  be  deducted  from  the  gross  tonnage." 


174  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

In  many  particulars  the  Suez  rules  regarding  the  measurement  of  spaces  constructed 
above  the  upper  deck  are  practically  the  same  as  the  British  rules.  The  Suez,  like  the 
British,  rules  provide  that  "if  there  be  a  break,  a  poop,  or  any  other  permanent  closed-in  space 
on  the  upper  deck  available  for  cargo  or  stores  or  for  the  berthing  or  accommodation  of  pas- 
sengers or  crew,  the  tonnage  of  such  a  space  shall  be  ascertained."  The  application  of  this 
provision,  however,  under  the  Suez  rules  is  made  more  specific  than  under  the  British,  because 
the  Suez  rules  stipulate  that  all  closed-in  spaces  shall  be  measured,  and  not  merely  those 
"available  for  cargo  or  stores  or  for  the  berthing  or  accommodation  of  passengers  or  crew." 
The  definition  contained  in  the  Suez  rules,  moreover,  stipulates  that  a  space  is  permanently 
closed-in  not  only  when  permanent  coverings  are  provided  for  closing  the  openings  to  the  space, 
but  also  when  the  openings  "can  be  easily  closed-in  after  admeasurement."  A  space  is  con- 
sidered closed-in  under  the  Suez  rules  not  only  when  it  is  actually  used  to  stow  freight  or 
accommodate  passengers  or  crew,  but  also  when  it  "might  be  used"  for  those  purposes. 

The  Suez  rides,  furthermore,  contain  the  clause  that  "if  the  ship  has  a  third  deck,  com- 
monly called  a  spar  deck,  the  tonnage  of  the  spaces  between  it  and  the  tonnage  deck  shall  be 
ascertained";  and  this  provision  is  made  definite  and  specific  by  the  definition  of  what  shall 
constitute  a  covered  and  closed-in  space  as  well  as  by  the  stipulation  in  the  rules  regarding 
spaces  under  an  awning  deck.  The  definition  accompanying  the  rules  stipulates  that  any 
deck  spaces  that  are  not  "separated  off"  and  are  "permanently  exposed  to  weather  and  sea," 
and  have  no  other  "connection  with  the  body  of  the  ship  than  props  necessary  for  supporting 
them,"  shall  be  treated  as  open  spaces  and  exempted  from  measurement;  but  the  spaces  which 
do  not  fulfill  these  conditions  are  considered  as  covered  and  closed-in  and  are  thus  included 
within  the  tonnage. 

In  making  deductions  from  gross  tonnage  under  the  Suez  rules,  as  they  were  originally 
applied,  no  light  and  air  and  funnel  spaces  above  the  upper  deck  were  included  in  the  engine 
room  in  case  the  Danube  rule  was  followed  in  calculating  propelling-power  space.  In  case  of 
vessels  with  fixed  bunkers,  however,  if  the  shipowner  selected  the  actual  measurement  rule 
for  propelling-power  deduction,  the  light  and  air  and  funnel  spaces  in  the  covered  and  closed- 
in  erections  on  the  upper  deck  were  included  in  the  engine  room  and  deducted  from  the  gross 
tonnage.  Inasmuch  as  the  Danube  rule  was  applied  to  most  ships,  there  was  but  little  actual 
deduction  of  light  and  air  and  funnel  spaces  above  the  upper  deck. 

The  principle  of  deducting  all  spaces  not  available  for  cargo  or  passengers  was  not  carried 
out  with  entire  consistency.  There  were  various  closed-in  spaces  above  decks  that  were  not 
available  for  that  purpose,  but  were  nevertheless  included  in  the  net  tonnage — the  master's 
cabin,  spaces  occupied  by  the  ship's  purser  and  clerk,  boatswain's  storeroom,  sail  room  on  sailing 
vessels,  inclosed  light  and  air  and  funnel  spaces  in  case  the  Danube  rule  is  applied,  hatchways, 
skylights  and  domes,  and  companionways.  Some  of  these  spaces  were  referred  to  in  the 
deliberations  of  the  International  Tonnage  Commisson  of  1873,  but  the  spaces  were  not  deducted 
for  the  reason  that  it  was  felt  that  the  Moorsorn  ton  of  100  cubic  feet  was  such  a  liberal  unit 
upon  which  to  base  tolls  as  to  compensate  for  the  spaces  not  deducted. 

In  the  administration  of  the  measurement  rules  as  formulated  by  the  International  Ton- 
nage Commission,  questions  of  interpretation  have  arisen  from  time  to  time.  Vessel  designs 
have  changed  greatly  since  1873.  There  was,  as  has  been  noted,  a  tendency  in  most  national 
measurement  rules  to  increase  exemptions  and  deductions  for  the  purpose  of  making  the  net 
tonnage  small  and,  thus,  the  dues  on  shipping  light.  Naturally,  shipowners  have  sought  similar 
favors  from  the  Suez  Canal  Co.,  and  the  original  Constantinople  rules  have  undergone  some 
"evolution." 

The  shipowners  were  able  to  profit  by  the  fact,  or  by  the  temporarily  effective  claim,  that 
definitions  in  the  Suez  rules  covering  closed-in  spaces  and  open  spaces  did  not  include  all  spaces. 
It  was  the  intent  of  the  International  Tonnage  Commission  that  these  definitions  should  so 
supplement  each  other  as  to  place  the  meaning  of  closed-in  and  open  spaces  beyond  quibble;  but 
it  was  claimed  by  shipowners  that  there  were  certain  spaces  that  were  not  covered  by  either 
definition  and  that  were  thus  exempt  from  measurement.     The  first  concession  as  to  above- 


MEASUREMENT   OP   VESSELS   FOE   PANAMA   CANAL.  175 

deck  spaces  that  was  made  by  the  canal  company  in  response  to  the  pressure  of  the  British 
Government,  which  took  up  the  claims  of  the  British  shipowners,  was  made  in  1878,  when  the 
company  agreed  to  exempt  skylights  and  domes,  companionways  not  used  as  smoking  rooms, 
and  hatchways  to  the  extent  of  one-half  of  1  per  cent  of  the  gross  tonnage.  The  concession  was 
unimportant  except  that  the  canal  company  thereby  opened  the  door  to  further  demands  by 
shipowners,  and  precipitated  a  general  controversy  over  closed-in  spaces. 

For  a  while  the  British  Boaixl  of  Trade  attempted  to  maintain  the  position  that  any  gov- 
ernment which  had  participated  in  the  negotiations  at  Constantinople  in  1873  could  interpret 
the  Suez  measurement  rules  as  it  saw  fit,  without  regard  to  the  opinion  of  the  canal  company. 
It  would  obviously  have  destroyed  the  rules  had  each  country  been  allowed  to  place  its  own 
interpretation  upon  the  rules;  indeed,  the  British  Board  of  Trade  recognized  the  truth  of  this 
when,  in  1897,  it  complained  that  the  interpretation  of  the  rules  by  Holland  in  the  case  of  11 
Dutch  ships  was  incorrect.  The  Suez  company  has  at  all  times  claimed  the  right  to  interpret  its 
measurement  rules;  but  for  a  while  the  claim  by  the  several  governments  of  the  right  to  inter- 
pret the  rules  made  complete  uniformity  of  practice  in  the  application  of  the  rules  impossible. 
About  1890  the  tendency  to  erect  numerous  superstructures  became  marked,  and  before  long  it 
became  necessary  for  the  canal  company  to  come  to  an  understanding  with  the  several  national 
measurement  authorities. 

An  arrangement,  never  formally  sanctioned  by  the  company,  was  agreed  to  by  its  operat- 
ing department  in  1899  upon  the  advice  of  Sir  John  Stokes,  who  had  been  a  British  delegate  at 
Constantinople,  and  who  was  now  a  representative  of  the  British  Government  in  the  Council  of 
Administration  of  the  Suez  Canal  Co.  The  regulation  provided  that  spaces  declared  open  under 
the  national  measurement  rules  of  Great  Britain  would  not  be  measured  unless  they  were 
actually  used  to  stow  freight.  This  regulation,  however,  violated  the  fundamental  principle 
that  Suez  tolls  should  be  levied  on  usable  capacity  and  not  on  capacity  actually  in  use,  and  it  led 
to  such  flagrant  evasions  of  the  rules  on  the  part  of  shipowners  that  in  1902  Sir  John  Stokes 
brought  about  its  abandonment. 

The  new  regulations  adopted  by  the  company  in  1902  reestablished  the  principle  that 
usable  capacity  should  be  the  basis  of  tolls,  but  the  company  was  obliged  to  make  certain  con- 
cessions. The  company  agreed  to  exempt  such  portions  of  spaces  under  "shelter"  decks  as 
lie  opposite  side  openings.  Moreover,  if  there  were  spaces  in  isolated  superstructures  which 
the  British  rules  considered  open,  the  owner  of  the  vessel  was  to  declare  the  use  he  intended 
to  make  of  the  space.  If  he  declared  that  no  freight  or  passengers  were  to  be  carried  in  the  space 
it  was  to  be  exempted  under  the  Suez  regulations,  otherwise  it  was  to  be  measured.  The  Suez 
rules,  however,  stipulated  that  if  use  was  made  at  any  time  of  an  exempted  space,  the  space 
was  thereafter  to  be  included  in  net  tonnage. 

The  concessions  made  by  the  Suez  Canal  Co.  in  the  regulations  of  1902  did  not  work  satis- 
factorily in  practice.  Within  a  short  time  numerous  ships  presented  themselves  at  the  canal 
with  tonnage  certificates  that  had  exempted  large  spaces  which  the  owners  of  the  vessels 
had  declared  they  did  not  expect  to  use,  but  winch,  as  a  matter  of  fact,  they  were  using.  The 
temptation  to  make  false  declarations  was  too  great  for  the  shipowners  to  withstand. 

The  regulations  promulgated  in  1902  were  superseded,  in  1904,  by  new  rules  regarding 
spaces  in  superstructures  ami  under  shelter  decks.  The  memorandum  containing  the  changes 
made  in  1904  is  printed  in  full  in  Appendix  XII  to  this  report.  Under  the  arrangement  of  1904, 
the  spaces  under  "shelter"  decks  in  way  of  opposite  openings  in  the  side  plating  of  the  ship 
not  provided  with  coverings  are  exempted  from  measurement;  but  all  the  remaining  portions 
of  the  spaces  under  the  "shelter"  deck  are  to  be  measured.  The  regulations  of  1904  contain 
specific  rules  for  the  measurement  of  superstructures  or  spaces  in  superstructures  which  are 
considered  open  by  the  measurement  rules  in  force  in  various  countries,  but  which  are  con- 
sidered to  be  closed-in  under  the  original  Suez  rules.1  One  important  provision  of  the  regulations 
of  1902  was  retained  in  the  special  rules  of  1904.  This  was  the  provision  that  "should  a  ves- 
sel, at  any  time,  transit  with  merchandise  of  any  kind  or  bunker  coal  or  stores  of  any  descrip- 

1  For  the  full  text  of  these  special  rules  consult  Appendix  XII. 


176  MEASUREMENT    OF    VESSELS    FOR   PANAMA   CANAL. 

tion,  in  any  portion  whatever  of  an  exempted  space,  the  whole  of  that  space  is  added  to  the  net 
tonnage  and  can  nevermore  be  exempted  from  measurement." 

The  deductions  from  measured  spaces  above  the  upper  deck  now  permitted  under  the 
Suez  rules  are,  with  one  exception,  the  same  as  those  deductions  were  when  the  rules  were  first 
promulgated.  The  memorandum  of  1904  (see  Appendix  XII)  supplemented  and  explained  the 
original  rules,  but  provided  for  only  one  deduction  that  had  not  previously  been  authorized. 
The  change  made  in  1904  concerned  the  treatment  of  light  and  air  and  funnel  spaces  above  the 
engine  room.  The  original  Danube  rule  for  propelling-power  deductions  had  included  in  the 
engine  room  light  and  air  and  funnel  spaces  only  up  to  to  the  upper  deck,  but  the  regulations 
of  1904  included  in  the  engine  room  light  and  air  and  funnel  spaces  between  the  upper  deck 
and  the  "shelter''  deck;  and,  if  the  owner  of  the  vessel  agrees  to  forego  certain  exemptions  to 
which  he  would  otherwise  be  entitled,  the  light  and  air  and  funnel  spaces  within  inclosed  super- 
structures extending  above  the  uppermost  deck  may  also  be  included  in  the  engine-roorn  space. 

The  original  Suez  rules  exempted  from  measurement  only  open  spaces.  All  covered  and 
closed-in  spaces  on  the  upper  deck  were  included  in  the  measurement  of  tonnage,  but  the 
original  rules  have  been  supplemented  in  the  manner  indicated  in  the  preceding  pages,  so  that 
at  the  present  time  several  covered  and  closed-in  spaces  above  the  deck  are  exempted  from 
measurement.     The  spaces  thus  exempted  are: 

1.  Skylights,  companionways  not  used  as  a  smoking  room,  and  hatches  up  to  one-half  of 
1  per  cent  of  the  gross  tonnage  exclusive  of  hatchways. 

2.  The  portions  of  "shelter"  deck  spaces  directly  in  way  of  opposite  openings  in  the  side 
plating  of  the  ship — the  openings  not  being  provided  with  means  of  closing. 

3.  Certain  portions  of  superstructures  which  are  closed  in  according  to  the  original  Suez 
rules,  but  are  open  according  to  the  national  measurement  rules  of  the  country  in  which  the 
vessel  is  registered. 

4.  When  propelling-power  deduction  is  made  by  the  Danube  rule,  the  light  and  air  and 
funnel  spaces  exempted  are  those  above  the  upper  deck  unless  the  vessel  has  a  "shelter"  deck, 
hi  which  case  the  spaces  exempted  are  those  above  the  "shelter"  deck.  (The  regulations  of 
1904,  as  explained  above,  permit  the  shipowner  to  have  light  and  air  and  funnel  spaces  within 
inclosed  superstructures  above  the  uppermost  deck  measured  and  included  in  the  engine  room, 
if  the  shipowner  agrees  to  forego  certain  stipulated  exemptions.) 

The  shipowners  of  Great  Britain,  who  had  been  successful  in  obtaining  a  modification  and 
a  liberal  interpretation  of  the  British  measurement  rides,  were  mainly  responsible  for  the 
changes  that  have  been  made  in  the  Suez  rules.  However,  the  Suez  rides,  having  been  formu- 
lated by  an  international  commission  and  administered  by  a  private  company,  have  not  been 
much  changed  as  a  result  of  the  pressure  of  the  shipping  interests.  Though  modified  hi  certain 
respects,  the  Suez  rules  are  in  the  main  as  they  were  in  1873.  Whde  the  treatment  of  spaces 
within  superstructures  and  under  "shelter"  decks,  hi  the  national  measurement  rules  of  Great 
Britain  and  other  countries,  has  been  greatly  changed,  the  provisions  of  the  Suez  rules  as 
regards  the  exemption,  measurement,  or  deduction  of  those  spaces  have  remained  fairly  constant 
and  consistent. 

HISTORY   OF   THE   TREATMENT    OF    SPACES    IN    SUPERSTRUCTURES    AND    UNDER    "  SHELTER"    DECKS 

IX    THE    GERMAN    RULES. 

The  measurement  rules  of  Germany  are  to-day  nearly  the  same  as  those  of  Great  Britain. 
For  a  while  after  1S73  it  was  thought  that  the  rules  framed  at  Constantinople  by  the  Inter- 
national Tonnage  Commission  would  be  generally  adopted  by  the  several  countries;  but,  as  has 
been  explained,  the  refusal  of  Great  Britain  hi  1874  and  agahi  in  1881  to  adopt  the  Suez  rules 
caused  Germany  ultimately  to  conform  its  measurement  rules  to  those  of  Great  Britain. 

Prior  to  January  1,  1S73,  the  several  German  States  did  not  have  a  uniform  method  of 
determining  the  tonnage  of  vessels.  In  Prussia  under  the  act  of  February  15,  1862,  in  Bremen 
by  the  act  of  March  12,  1860,  and  in  Luebcck  in  accordance  with  the  act  of  June  30,  1850,  the 
unit  of  tonnage  was  the  "last"  or  weight  of  4,000  pounds,  and  the  unit  of  measurement -was  the 
"Rhenish"  foot.     Closed-in  superstructures,  formed  by  partial  decks  erected  above  the  upper 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  177 

deck,  such  as  forecastles,  poops,  and  bridges,  were  included  in  the  gross  tonnage — the  calcula- 
tion of  their  contents  being  made  by  applying  the  formula,  length  times  breadth  times  height 
divided  by  116  equals  tonnage.  Other  covered  and  closed-in  spaces  above  the  upper  deck 
available  for  the  use  of  passengers  or  merchandise  were  measured  according  to  the  formula, 
length  times  breadth  times  height  divided  by  232  equals  tonnage.  Crew  spaces  above  the  upper 
deck  were  in  each  case  exempted  from  measurement.  At  Hamburg,  under  an  old  tonnage 
statute  of  1819,  the  unit  of  tonnage  was  a  "last"  of  6,000  pounds,  and  the  unit  of  measurement 
was  the  Hamburg  foot.  No  superstructures  or  spaces  under  "shelter"  decks  were  included  in 
the  tonnage  of  any  vessel. 

Substantial  uniformity  in  tonnage  rules  was  established  in  Germany  by  the  Imperial  Statute 
of  July  5,  1872,  which  adopted  the  Moorsom  system  for  measuring  vessel  spaces  and  which 
accorded  superstructures  and  shelter  decks  the  treatment  given  such  spaces  by  the  British 
Board  of  Trade  before  the  decision  of  the  House  of  Lords  in  the  Bear  case  in  1875.  An  official 
circular  of  the  German  Government,  issued  June  3,  1873,  stipulated  that  under  the  law  of  1872 
the  following  above-deck  spaces  were  to  be  exempted  from  measurement: 

(1)  Such  hatchways,  hoods,  light  and  air  passages,  partitions  over  hatchways,  or  passages 
leading  to  cabins  or  spaces  below  decks  as  are  intended  neither  for  keeping  goods  or  provisions 
nor  for  the  lodging  or  permanent  abode  of  passengers  or  persons  belonging  to  the  crew; 
(2)  spaces  that  are  open  or  not  closed  on  one  or  more  sides;  (3)  spaces  that  are  used  solely 
for  navigating  the  vessel  or  for  keeping  implements  used  for  that  purpose;  and  (4)  spaces  that 
may  be  used  as  galleys  or  as  privies  for  passengers  or  the  crew,  provided  that  then  number 
and  size  do  not  exceed  what  is  usual,  and  that  there  is  no  ground  for  the  supposition  that  they 
are  to  be  used  as  lodging  places  for  persons  or  as  receptacles  for  goods  or  provisions. 

The  circular  of  June  3,  1873,  also  provided  that  crew  spaces  should  be  measured  and  then 
deducted,  the  maximum  deduction  allowed  being  5  per  cent  of  the  gross  tonnage. 

An  ordinance  of  the  Imperial  Government  of  June  20,  1888,  supplemented  the  earlier  laws 
by  definitely  including,  in  measurement,  light  and  air  and  funnel  spaces  above  the  engine  room, 
which  increase  the  efficiency  of  the  ship's  machinery,  and  the  contents  of  cargo  hatches  directly 
connected  with  cargo  holds,  to  the  extent  that  the  space  taken  up  by  the  hatches  exceeded 
one-half  of  1  per  cent  of  the  gross  tonnage. 

The  present  measurement  rules  of  Germany  were  adopted  March  1,  1895.  As  amended  in 
1899,  1901,  1905,  1906,  1907,  and  1908,  the  ordinance  of  1895  provides  for  the  measurement  of— 

(1)  Any  space  between  the  tonnage  deck  and  a  "deck  above  the  tonnage  deck,"  and  "if 
the  ship  has  more  than  three  decks,  the  spaces  between  decks  located  over  the  tomiage  deck"; 
(2)  "the  space  occupied  by  all  covered  and  inclosed  superstructures  permanently  erected  on 
or  above  the  first  deck  which  are  inclosed  by  substantial  bulkheads  and  coverings,  suitable  for 
storage  of  freight  or  merchandise,  or  for  quarters  or  other  accommodations  of  the  crew  and 
passengers";  and  (3)  hatches  in  excess  of  one-half  of  1  per  cent  of  the  gross  tonnage. 

The  following  above-deck  spaces  are  specifically  exempted  by  law: 

(a)  All  covered  and  inclosed  spaces  which  are  used  exclusively  for  the  operation  of  the 
auxiliary  machinery,  and  also  the  pilot  house  for  the  protection  of  the  men  at  the  steering 
wheel,  provided  these  spaces  are  not  larger  than  necessary  for  the  purpose  specified;  (Jb)  each 
structure  necessary  on  short  voyages  for  the  protection  of  deck  passengers  against  storm  and 
waves,  if  the  measurement  board  is  authorized  to  exempt  it  by  the  Bureau  of  Kegistry;  (c)  the 
kitchen  (galley)  and  the  place  for  the  distilling  apparatus,  provided  they  are  not  larger  than 
actually  necessary  for  the  preparing  of  meals,  at  the  same  time  affording  sufficient  shelter  to 
the  machinist  while  distilling  water  for  the  passengers  and  the  crew  (see  Appendix  VII  to  this 
report,  "Technical  Directions,"  Art.  Ill);  (d)  toilets  for  the  officers  and  crew  of  the  ship, 
provided  they  do  not  exceed  the  proper  number  and  size. 

The  foregoing  provisions  of  the  German  ordinance  as  to  the  measurement  and  exemption 
of  spaces  in  superstructures  are  practically  the  same  as  those  in  force  in  Great  Britain.  More- 
over, in  the  treatment  of  spaces  under  a  "shelter"  deck,  the  only  significant  difference  between 
the  British  and  German  rules  is  the  absence  of  a  deck-cargoes  act  in  Germany.     When.  German 


178  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

surveyors  are  in  doubt  whether  a  space  under  a  "shelter"  deck  is  open  or  closed-in,  they  must 
decide  either  to  measure  or  to  exempt  the  entire  space.  If  the  British  surveyors  decide  that 
a  "shelter"  deck  has  the  requisite  "tonnage  openings,"  they  may  measure  the  spaces  under 
the  "shelter"  deck  actually  occupied  by  cargo  and  exempt  the  remainder  of  the  space. 

The  provisions  of  the  German  ordinance  of  1895,  as  amended,  regarding  deductions  of 
spaces  above  deck  are  practically  identical  with  corresponding  provisions  of  the  British  meas- 
urement statute.  A  slight  difference  between  the  British  and  German  regulations  as  to  deduc- 
tions results  from  the  somewhat  more  liberal  minimum  requirements  for  crew  spaces  hi  Great 
Britain  and  also  from  a  slightly  different  practice  regarding  deductions  for  passageways.  In 
Great  Britain  passageways  are  deducted  when  they  serve  deducted  spaces  exclusively,  whereas 
in  Germany  passageways  are  deducted  only  if  they  serve  crew  and  officers'  quarters  exclusively. 

The  interpretation  of  the  rules  regarding  superstructures  and  spaces  under  "shelter" 
decks  by  the  Imperial  Bureau  of  Kegistry  and  by  the  State  Measurement  Boards  of  Germany 
is  also  practically  the  same  as  the  meaning  given  those  rules  by  the  Board  of  Trade  in  Great 
Britain.  The  "Technical  Directions"  to  German  surveyors  to  guide  them  hi  the  measurement 
of  closed-in  and  open  spaces  under  shelter  decks  and  in  superstructures  (see  Appendix  VII,  pp. 
347  to  354)  are  more  detailed  than  the  official  instructions  of  the  Board  of  Trade  to  British 
surveyors;  but  as  applied  in  actual  practice  the  German  directions  produce  the  same  tonnage 
results  as  do  the  British  instructions.  There  is  indeed  very  little  difference  between  the  meas- 
urement rules  and  practices  of  Great  Britain  and  Germany  as  regards  the  measurement  and 
deduction  of  spaces  to  determine  net  tonnage  for  registry.  Originally  the  German  rules  were 
different  from  the  British.  In  1890,  before  the  present  ship  measurement  ordinance  of  Ger- 
many had  been  enacted,  the  deduction  from  gross  tonnage  to  obtain  net  tonnage  averaged  31 
per  cent  for  the  entire  German  merchant  marine,  as  compared  with  37  per  cent  hi  Great  Britain. 
Since  the  German  ordinance  of  1895  has  been  hi  effect  the  percentage  of  deduction  hi  the  two 
countries  has  been  practically  the  same.  In  1900  the  deduction  was  37  per  cent  hi  Germany 
and  38  per  cent  in  Great  Britain,  and  in  1910  it  was  39  per  cent  in  both  countries. 

Although  the  rules  for  determining  net  tonnage  are  practically  the  same  in  Great  Britain 
and  Germany,  vessels  under  the  German  flag  have  some  advantage  over  those  under  the  British 
flag  because  of  the  fact  that  there  is  no  deck-cargoes  act  in  Germany.  In  neither  country  are 
spaces  occupied  by  deck  loads  included  in  registered  tonnage,  but  such  spaces  are  measured 
in  Great  Britain  and  their  volume  is  added  to  the  tonnage  upon  which  taxes  and  dues  are  paid. 
Under  the  German  rules  a  space  is  either  closed-in  or  open,  as  determined  by  the  technical 
directions  issued  by  the  Bureau  of  Registry;  deck  loads  on  uncovered  decks  or  within  "open" 
deck  erections  are  not  measured. 

HISTORY    OF   THE    TREATMENT    OF    SPACES    IN    SUPERSTRUCTURES    AND   UNDER    "  SHELTER"    DECKS 

IN    THE    UNITED    STATES    RULES. 

The  early  tonnage  laws  of  the  United  States,  like  those  of  Great  Britain,  aimed  to  ascertain 
the  dead-weight  capacity  of  vessels;  and,  as  the  space  occupied  by  superstructures  and  by 
above-deck  constructions  was  small,  the  statutes  took  no  account  of  erections  above  the  upper 
deck.  When  the  first  tonnage  law  of  the  United  States  was  enacted,  September  1,  1789,  the 
standard  types  of  ships  were  vessels  with  but  one  or  two  decks;  and  the  law  provided  for  the 
measurement  only  of  single  and  double  decked  ships,  no  mention  being  made  of  vessels  with 
more  than  two  decks  nor  of  the  measurement  of  any  superstructures  whatsoever.  This  law  of 
1789  was  reenacted  March  2,  1799,  as  a  part  of  the  general  tonnage  tax  collection  act.  It 
remained  in  force  until  1864.1 

1  The  provisions  of  the  acts  of  1789  and  1799  were  as  follows: 

"  That  to  ascertain  the  tonnage  of  any  ship,  the  surveyor  or  such  other  person  as  shall  be  appointed  by  the  coUector  of  the  district  to  measure 
the  same  shall,  if  the  said  ship  or  vessel  be  double-decked,  take  the  length  thereof  from  the  forepart  of  the  main  stem,  to  the  afterpart  of  the  stern 
post.above  the  upper  deck,  the  breadth  thereof  at  the  broadest  part  above  the  main  wales,  half  of  which  breadth  shall  be  accounted  the  depth  of 
such  a  vessel,  and  shall  then  deduct  from  the  length  three-fifths  of  the  breadth,  multiply  the  remainder  by  the  breadth  and  the  product  by  the 
depth,  and  shall  divide  this  last  product  by  95,  the  quotient  whereof  shall  be  deemed  the  true  contents  or  tonnage  of  such  ship  or  vessel.  And  if 
such  ship  or  vessel  be  single  decked,  the  said  surveyor  or  other  person  shall  take  the  length  and  breadth  as  above  directed,  in  respect  to  a  double 
decked  ship  er  vessel,  shall  deduct  from  the  said  length  three-fifths  of  the  breadth,  and  taking  the  depth  from  the  underside  of  the  deck  plank  to 
the  ceiling  in  the  hold,  shall  multiply  and  divide,  as  aforesaid,  and  the  quotient  shall  be  deemed  the  tonnage  of  such  ship  or  vessel."  (U.  S.  Stat. 
L.,  vol.  1,  p.  55,  Sept.  1, 1789,  and  p.  676,  Mar.  2,  1799.) 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  179 

By  the  tonnage  acts  of  17S9  and  1799,  the  tonnage  of  double-decked  vessels  was  determined 
by  applying  the  formula,  length  minus  three-fifths  breadth  times  breadth  times  one-half  breadth 
divided  by  95  equals  tonnage.  With  the  exception  that  the  divisor  was  95  instead  of  94,  this  formula 
was  the  same  as  that  of  the  Builders'  Old  Measurement  Law  which  was  in  force  in  Great  Britain 
from  17.75  to  1835,  and  which  continued  to  be  privately  used  for  some  years  thereafter.  For  a 
single-decked  vessel,  the  formula  of  the  acts  of  1789  and  1799  was,  length  minus  three-fifths 
breadth  times  breadth  times  depth  divided  by  95  equals  tonnage. 

The  gross  tonnage  rules  now  in  force  in  the  United  States  are  based  on  the  provisions  of 
the  statute  of  May  6,  1864/  which  adopted  the  Moorsom  system  of  measuring  vessel  spaces. 
The  clauses  of  the  act  of  1864  relating  to  the  measurement  of  superstructures  and  of  'tween 
deck  spaces  above  the  upper  deck  were  practically  the  same  as  the  corresponding  clauses  in 
the  British  Merchant  Shipping  Act  of  1854,  viz:  "If  there  is  a  break,  a  poop,  or  any  other  per- 
manent closed-in  space  on  the  upper  deck,  or  on  the  spar  deck,  available  for  cargo,  or  stores, 
or  for  the  berthing  or  accommodation  of  passengers  or  crew,  the  tonnage  of  such  space  shall 
be  ascertained,"  and,  "if  the  vessel  has  a  third  deck,  or  spar  deck,  the  tonnage  of  the  space 
between  it  and  the  tonnage  deck  shall  be  ascertained."  The  United  States  statute  of  1864, 
however,  provided  for  no  deductions  from  gross  tonnage  of  any  measured  spaces,  because  gross 
tonnage  and  not  net  tonnage  was  made  the  basis  of  tonnage  taxes  and  other  charges  on  shipping. 
It  was  not  until  18  years  later  that  Congress  made  net  tonnage  the  basis  of  charges. 

The  treatment  accorded  superstructures  and  'tween-deck  spaces  above  the  upper  deck  by 
the  act  of  1864,  so  far  as  their  gross  tonnage  was  concerned,  was  with  one  important  exception 
the  same  as  was  accorded  such  spaces  by  the  regulations  of  the  British  Board  of  Trade  prior  to 
the  decision  in  the  Bear  case  in  1875.  The  exception  was  due  to  an  amendment  of  the  act  of 
1864,  which  Congress  made  on  February  28,  1865,2  and  which  provided  that  "no  part  of  &iiy 
ship  or  vessel  shall  be  measured  or  registered  for  tonnage  that  is  used  for  cabins  or  staterooms 
and  constructed  entirely  above  the  first  deck,  which  is  not  a  deck  to  the  hull."  By  this 
amendment  spaces  above  the  first  tier  of  superstructures,  if  used  for  cabins  or  staterooms,  were 
exempted  from  measurement.  This  clause  of  the  act  of  1865,  it  seems,  was  intended  to  apply 
oidy  to  ' '  cabins  or  staterooms  above  the  '  promenade '  deck  of  the  steamers  of  the  seacoast  and 
lakes,  or  above  a  'boiler'  deck  as  used  on  the  western  rivers,"  3  and  for  a  while  the  act  was 
applied  only  to  river  and  lake  steamers.  Later,  however,  the  statute,  not  having  been  limited 
to  any  particular  class  of  ships,  was  held  to  exempt  from  measurement  all  but  the  lowest 
of  the  tiers  of  superstructures  on  ocean  passenger  steamers,  the  largest  of  which  have  now 
come  to  have  several  passenger  decks  above  the  uppermost  full-length  deck.  Thus  applied,  the 
act  of  1865  exempts  from  tonnage  large  revenue-earning  spaces  on  typical  passenger  steamers. 
The  tonnage  rules  of  the  Suez  Canal  Co.  and  of  Germany,  as  well  as  those  of  Great  Britain, 
include  in  the  measurement  and  tonnage  the  spaces  occupied  by  passengers  hi  all  tiers  of 
superstructures.  The  exemption  clause  of  the  United  States  act  of  1865  should  have  been 
repealed  long  ago. 

In  1882  Congress,  acting  favorably  upon  the  report  of  a  committee  of  the  House  of  Repre- 
sentatives,4 made  net  tonnage  the  basis  of  tonnage  taxes.  The  tonnage  act  of  August  5,  1882, 5 
authorized  the  deduction  of  propelling-power  spaces,  according  to  the  Danube  rule,  up  to  50 
per  cent  of  the  gross  tonnage,  and  the  deduction  of  crew  spaces  up  to  5  per  cent  of  the  gross 
tonnage.  The  only  above-deck  spaces  deducted  from  gross  tonnage  by  the  act  of  1882  were 
crew  spaces,  and  the  total  deductions  for  crew  spaces,  above  as  well  as  below  decks,  could  not 
exceed  5  per  cent  of  the  gross  tonnage. 

The  allowable  deductions  of  above-deck  spaces  from  gross  tonnage  were  increased  by  the 
act  of  March  2, 1895.  It  was  this  law,  also,  that  substituted  the  British  Board  of  Trade  rule  for 
deducting  propelling-power  spaces  for  the  Danube  rule.  The  changes  made  by  the  act  of  1895 
were  intended  to  bring  the  American  tonnage  rules  into  more  substantial  accord  with  those  of 

i  U.  S.  Stat.  L..  vol.  13,  p.  69,  May  6, 1864.  '  H.  Rep.  1228,  47th  Cong.,  1st  sess.  (1882). 

2  U.  S.  Stat.  L.,  vol.  13,  p.  444,  Feb.  28, 1865.  »  U.  S.  Stat.  L.,  vol.  22,  p.  300,  Aug.  5, 1882. 

3  Customs  Regulations  of  the  United  States  (190S),  p.  53. 


180  MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL. 

Great  Britain  and  cither  countries.     As  the  House  committee  stated  in  its  report  upon  which 
the  bill  was  based:  ' 

The  purpose  of  the  bill  is  to  meet  a  situation  created  by  the  diversity  of  methods  of  ascertaining  net  tonnage 
employed  by  maritime  nations.  The  net  tonnage  of  vessels  under  American  laws  is  greater  than  the  net  tonnage  of  the 
same  dimension  and  description  under  the  foreign  laws.  Net  tonnage  is  the  basis  of  various  navigation  dues,  port 
charges,  etc.  Consequently  in  foreign  ports  our  vessels  are  required  either  to  pay  higher  port  charges  than  foreign 
vessels  of  like  dimension  and  description,  or  subject  themselves  to  the  delay  and  excuse  of  remeasurement  in 
foreign  ports.  Usually  they  accept  the  former  alternative.  *  *  *  The  bill  is  designed  to  accommodate  and 
reduce  expenses  of  American  vessels  in  foreign  trade. 

The  act  of  1895  authorized  the  following  deductions  of  above-deck  spaces  from  gross 
tonnage : 

(1)  Crew  spaces  wherever  located,  without  any  maximum  limit,  and  with  a  minimum  limit 
of  72  cubic  feet  and  12  superficial  feet  per  man.  These  were  the  minima  enforced  in  Great 
Britain  until  they  were  increased  by  the  Merchant  Shipping  Act  of  1906.  By  act  of  March  3, 
1897,  the  American  minimum  limit  on  seagoing  sailing  vessels  was  increased  to  100  cubic 
feet  and  16  superficial  feet  for  vessels  built  or  rebuilt  after  June  30,  1898.  (2)  The  master's 
cabin.  (3)  Spaces  used  exclusively  for  keeping  the  charts,  signals,  and  other  instruments  of 
navigation  and  boatswain's  stores.  (4)  Space  occupied  by  the  donkey  engine  room  and  boiler, 
if  connected  with  the  engine  room  of  the  ship.  (5)  The  space  used  for  storing  sails  on  sailing 
vessels  up  to  one-half  of  1  per  cent  of  the  gross  tonnage.  And  (6)  light  and  air  and  funnel  spaces 
in  inclosed  structures  above  the  engine  room  may,  upon  written  request  of  the  shipowner,  be 
included  in  the  gross  tonnage  and  deducted  as  part  of  the  engine  room  and  bunker  allowances. 

The  exemptions  from  gross  tonnage  were  not  changed  by  the  act  of  1895,  but  by  the  act  of 
February  6,  1909,  hatchways  were  exempted  from  measurement  up  to  one-half  of  1  per  cent 
of  the  gross  tonnage. 

The  act  of  1895,  however,  has  not  succeeded  in  bringing  the  American  and  British  treat- 
ment of  superstructures  into  entire  accord.  The  deduction  of  above-deck  spaces  from  gross 
tonnage  is  now  substantially  the  same  in  the  United  States  as  in  Great  Britain  and  Germany, 
but  there  are  differences  hi  exemptions  from  measurement.  The  only  difference  in  this  regard 
in  the  tonnage  laws  is  the  exemption  in  the  United  States,  under  act  of  February  28,  1S65,  of 
"cabins  and  staterooms  constructed  above  the  first  deck,  which  is  not  a  deck  to  the  hull." 
A  deck  to  the  hull  is  defined  by  our  measurement  authorities  as  any  deck  "which  has  a  direct 
bearing  upon  the  frame  timbers,  even  though  lighter  than  other  decks  in  the  same  vessel,  and 
though  only  a  portion  of  the  timbers  extend  to  such  deck.  In  iron  vessels  an  upper  deck  sup- 
ported by  stanchions  of  wood  or  iron  bolted  to  the  angle  irons  or  to  the  iron  plating  of  the  vessel 
is  to  be  taken  as  a  deck  to  the  hull."2  Although  this  definition  seems  definite,  many  spaces 
above  the  first  tier  of  superstructures  on  large  passenger  steamers,  which  are  measured  under 
the  rules  of  Great  Britain,  Germany,  and  the  Suez  Canal  Co.,  are  in  practice  exempted  in  the 
United  States. 

The  differences  in  the  practices  as  to  the  exemption  of  spaces  in  superstructures  and  under 
"shelter"  decks  are  dependent  less  upon  dissimilarities  in  statutory  provisions  than  upon  the 
varying  interpretations  given  "permanent  closed-in"  and  "open"  spaces.  The  wording  of 
the  statutes  of  the  United  States,  Germany,  and  Great  Britain  hi  regard  to  these  exemptions 
are  identical,  but  the  application  of  the  rules  is  such  that  the  average  net  tonnage  of  American 
ships  is  in  excess  of  the  average  net  tonnage  of  vessels  registered  hi  Great  Britain  and  Germany. 

The  meaning  given  to  "open"  and  "closed-in"  spaces  by  American  surveyors  not  having 
been  controlled  by  the  decision  of  the  British  courts  in  the  Bear  case,  and  not  having  been 
influenced  by  a  deck-cargoes  act,  the  American  rules  as  to  the  measurement  or  exemption  of 
spaces  above  the  upper  deck  are  much  the  same  as  they  originally  were  and  as  the  British  rules 
were  prior  to  1875.  The  Customs  Regulations  of  the  United  States  now  define  closed-in  spaces 
as  follows : 3 

i  H.  Rept.  1515,  53d  Cong.,  3d  sess.  (1894). 

2  Customs  Regulations  of  the  United  States,  edition  of  190S,  p.  53. 

s  For  the  complete  Rules  and  Regulations  of  the  United  States  Concerning  the  Measurement  of  Vessels,  see  Appendix  II. 


MEASUREMENT    OF    VESSELS    FOR   PANAMA    CANAL.  181 

By  "cloaed-in  spaces"  is  to  be  understood  spaces  which  are  sheltered  from  the  action  of  the  sea  and  weather, 
even  though  openings  be  left  in  the  inclosure.  Measuring  officers  will  exercise  duo  vigilance  that  the  intent  of  the 
law  in  this  respect  is  not  evaded.  It  should  be  borne  in  mind,  however,  that  no  closed-in  spaces  above  the  upper 
deck  to  the  hull  are  to  be  admeasured  unless  available  for  cargo  or  stores  or  the  berthing  or  accommodation  of  passen- 
gers or  crew.  The  engine  room,  pilot  house,  galley,  windlass  house,  and  the  like,  are,  when  so  situated  and  used, 
exempt. 

Whether  for  the  purpose  of  measurement  a  deck  is  to  be  regarded  as  an  upper  deck  or  as  the  shelter  deck  is  to 
be  determined  in  each  instance  both  by  the  character  and  structural  conditions  of  the  erection,  and  by  the  purpose 
to  which  the  between-deck  is  devoted.  Differences  in  construction  are  so  numerous  that  no  definition  or  rule  on  this 
subject  has  been  formulated.  If  the  deck  is  a  continuous  deck,  fastened  down  and  water-tight,  sealing  up  the  cylinder 
formed  between  the  two  decks  and  making  it  a  fit  place  for  the  stowage  of  cargo,  like  a  hold,  the  deck  is  to  be  treated 
as  an  upper  deck  and  the  space  between  it  and  the  deck  below  is  to  be  measured.  If,  however,  the  cylinder  is  open  to 
the  shipment  of  seas,  and  the  space  is  not  reasonably  fit  for  the  carrying  of  dry  cargo,  but  is  used  only  for  cargo  gener- 
ally classed  as  deck  cargo,  such  as  cattle,  horses,  chemicals,  oil  in  barrels,  etc.,  then,  usually,  the  deck  is  to  be  regarded 
as  a  shelter  deck,  and  the  space  as  ''sheltered  space  above  the  upper  deck  which  is  under  cover  and  open  to  the  weather: 
that  is,  not  enclosed,  "  and  not  to  be  included  in  the  recorded  tonnage. 

Inasmuch  as  the  measurement  or  exemption  of  superstructures  and  of  spaces  under  "shel- 
ter" decks  must  depend  upon  the  judgment  of  individual  surveyors  as  to  whether  spaces  are 
"closed-in"  or  "open,"  it  is  necessary  for  the  measurement  authorities  of  all  countries  to  issue 
specific  regulations  to  be  followed  by  admeasurers.  The  admeasurers  at  New  York  are  guided 
by  the  following  interpretation  given  by  the  Surveyor  of  the  Port  to  the  "Customs  Regulations 
of  the  United  States:" 

1.  Closed-in  spaces  above  the  upper  deck. — If  there  be  a  break,  poop,  bridge,  forecastle,  deck  house,  hatchway,  or 
any  other  permanent  closed-in  space  above  the  upper  deck,  available  for  cargo  or  stores,  or  for  the  berthing  or  accom- 
modation of  passengers  or  crew,  the  tonnage  of  that  space  shall  be  ascertained  and  added  to  the  gross  tonnage. 

2.  Closed-in  spaces. — By  closed-in  spaces  is  to  be  understood  spaces  which  are  sheltered  from  the  action  of  the  sea 
and  weather,  even  though  openings  be  left  in  the  inclosure.  Forecastles,  bridges,  poops,  or  any  other  permanent 
erection  with  one  or  more  openings  in  the  sides  or  ends  fitted  with  doors  or  other  permanently  attached  means  of  closing 
them  should  be  measured  and  included  in  the  gross  tonnage. 

3.  Openings  in  bullheads. — When  an  opening  in  the  bulkhead  of  a  deck  erection  is  closed,  either  by  a  hinged  door, 
or  by  a  portable  plate  which  is  secured  in  place  by  nut  and  screw  bolts  so  as  to  be  water-tight,  the  opening  may  be 
regarded  as  completely  closed. 

4.  Openings  in  front  of  bridge  house  or  poop. — When  there  is  an  opening  or  openings  in  the  bulkhead  at  the  front  of  a 
bridge  house  or  poop  closed  by  hinged  doors  or  by  shifting  boards  when  fitted  into  channel  bars,  which  extend  the  full 
height  of  the  opening,  the  space  may  be  regarded  as  closed. 

5.  Openings  in  after  end  of  bridge  house  or  forecastle . — When  there  are  openings  in  the  bulkhead  at  the  after  end  of 
a  bridge  house  or  forecastle,  closed  by  portable  plates  secured  in  place  by  nut  and  screw  bolts  or  closed  by  shifting 
boards,  when  fitted  into  channel  bars  which  extend  the  full  height  of  the  openings,  the  space  may  be  regarded  as  com- 
pletely closed. 

6.  Open  spaces. — Spaces  under  awning  decks  without  other  connection  with  the  body  of  the  ship  than  the  stanchions 
necessary  for  supporting  them,  which  are  not  spaces  separated  off  and  are  permanently  exposed  to  the  weather  and  the 
sea,  will  not  be  comprised  in  the  gross  tonnage. 

7.  Exempted  spaces. — It  should  be  borne  in  mind,  however,  that  no  closed-in  spaces  above  the  upper  deck  to  the 
hull  are  to  be  admeasured  unless  available  for  cargo  or  stores  or  the  berthing  or  accommodation  of  passengers  or  crew. 
The  engine  room,  pilot  house,  galley,  windlass  house,  and  the  like  are,  when  so  situated  and  used,  exempt. 

8.  Cabin  and  staterooms  in  superstructures  above  lowest  tier. — No  part  of  any  vessel  will  be  admeasured  or  registered 
for  tonnage  that  is  used  for  cabins  or  staterooms  and  constructed  entirely  above  the  first  deck  which  is  not  a  deck  to 
the  hull. 

9.  A  deck  to  the  hull. — Any  deck  is  a  deck  to  the  hull  which  has  a  direct  bearing  upon  the  frame  timbers,  even 
though  lighter  than  other  decks  in  the  same  vessel,  and  though  only  a  portion  of  the  timbers  extend  to  such  deck.  In 
iron  vessels  an  upper  deck  supported  by  stanchions  of  wood  or  iron  bolted  to  the  angle  irons  or  to  the  iron  plating  of 
the  vessel  is  to  be  taken  as  a  deck  to  the  hull.  In  consequence  of  the  diversity  of  modes  of  construction  much  in  this 
particular  must  necessarily  be  confided  to  the  judgment  of  the  measuring  officer.1 

With  the  exception  of  the  exemption  from  measurement  of  cabins  and  staterooms  con- 
structed above  the  first  deck  which  is  not  a  deck  to  the  hull,  the  American  treatment  of  super- 
structures and  of  spaces  undo:-  "shelter"  decks  corresponds  more  closely  to  the  practice  of  the 

1  These  instructions  are  quoted  from  a  letter  received  from  the  Surveyor  of  the  Port  of  New  York,  Nov.  13,  1912. 


182 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


Suez  Canal  Co.  than  to  that  followed  in  Great  Britain  or  Germany.     The  differences  between 
the  Suez  and  American  practice  are  as  follows: 

(1)  The  Suez  rules  include  in  the  gross  tonnage  of  vessels  closed-in  spaces  used  for  navigation 
purposes,  later  deducting  some  of  the  spaces  to  ascertain  net  tonnage,  while  the  American  rules 
exempt  from  measurement  navigation  spaces  not  available  for  freight,  stores,  crew,  or  passen- 
gers. This  difference  in  practice  does  not  greatly  affect  the  final  tonnage  result,  but  certain 
spaces  which  are  exempted  or  deducted  in  the  United  States  are  neither  exempted  nor  deducted 
under  the  Suez  rules.  Such  spaces  are  the  master's  cabin,  the  rooms  occupied  by  the  ship's 
purser  and  clerk,  spaces  used  for  the  boatswain's  stores,  for  the  donkey  engine  and  boiler  if 
used  to  hoist  cargo,  and  for  storing  the  sails  on  sailing  vessels.  The  treatment  of  light  and  air 
and  funnel  spaces  is  also  somewhat  different  in  the  Suez  and  American  rules.  In  the  United 
States,  such  spaces  located  above  the  upper  deck  in  inclosed  erection  may,  upon  special  request, 
be  deducted  as  part  of  the  engine  room,  while  under  the  Suez  rules  the  shipowner  may  not 
request  such  deduction  without  forfeiting  certain  exemptions  specified  hi  the  memorandum 
issued  by  the  Suez  Canal  Co.  in  1904. 

(2)  The  Suez  rules  limit  the  entire  volume  of  deductions  for  crew  and  navigation  spaces 
to  5  per  cent  of  the  gross  tonnage,  while  the  United  States  prescribes  no  maximum  limit. 

(3)  The  definition  of  shelter  decks  is  similar,  but  since  1902  the  Suez  rules  have  exempted 
spaces  lying  directly  in  way  of  opposite  non-closable  openings  in  the  sides,  while  in  the  United 
States  rules  there  is  no  such  provision. 

(4)  The  Suez  and  American  definitions  of  closed-in  and  open  superstructures  are  similar, 
but  since  1904  the  Suez  rules  exempt  certain  portions  of  such  superstructures  as  are  "closed- 
in"  according  to  the  Suez  definition,  but  "open"  according  to  the  definition  prevailing  in  the 
home  country  of  any  particular  vessel. 

(5)  The  American  rules  do  not  contain  the  provision  that  an  exempted  place  once  found 
to  contain  dry  cargo  shall  always  thereafter  be  included  in  the  vessel's  tonnage.  In  practice, 
however,  this  difference  is  slight,  for  the  presence  ot  dry  cargo  in  an  exempted  space  causes  the 
American  admeasurers  to  include  in  the  tonnage  all  spaces  in  which  cargo  is  found. 

For  convenience  of  comparison,  the  provisions  relating  to  the  exemption  and  measurement 
of  superstructures  and  'tween-deck  spaces  above  the  upper  deck  in  the  measurement  rules  of 
the  United  Kingdom,  the  Suez  Canal  Co.,  Germany,  and  the  United  States  are  stated  in  parallel 
columns  in  Table  XII: 


Table  XII. — Treatment  (in  1918)  of  superstructures  and  shelter-deck  spaces  under  the  measurement  rules  of  Great  Britain, 

the  Suez  Canal  Co.,  Germany,  and  the  United  States. 


Portion  of  vessel. 

United  Kingdom. 

Suez  Canal. 

Germany. 

United  States. 

Measured  if  *•' closed-in  "  and 
available  forcargo. passen- 
gers, crew,  or  stores;  ex- 
empted if  "open"  or  not 
available  forcargo,  passen- 
gers, crew,  or  stores. 

do 

Measured   if  "closed-in" 
under  national  and  Suez 
rules;  partly  exempted 
if    '•open"    under    na- 
tionalrules  but  closed-in 
under  Suez  rules.    Suez 
definition  of  "closed-in" 
'    spaces  stricter  than  in 
United    Kingdom    and 
Germany. 
..do 

Same  as  United  Kingdom. 
do 

Same  as  United  Kingdom, 
but  with  stricter  defini- 
tion of  "closed-in." 

Do. 

...do 

do     . 

....do 

Do. 

...do... 

Measured   if  "closed-in"  - 
under  Suez  rules, 
do 

....do 

Do. 

.do 

...do 

Do. 

Spaces  for  anchor  gear,  steer- 
ing gear,  and  capstan. 

Exempted. 
Do. 

...do 

.do 

do 

Chart,    lookout,  and    signal 
houses. 

.   .do..             

.   ...do 

do 

do 

Do. 

Donkey    engine  and    boiler 
rooms  on  upper  deck. 

Measured  if  connected  with 
engine  room;    exempted 
if  not  so  connected. 

Exempted  up  to  J  percent 
of  gross  tonnage;  excess  is 
measured. 

.do 

Sunn-  as  United  Kingdom. 
..     .do 

Same  as  United  Kingdom. 

Do. 

Measured. 

Exempted. 
Do. 

denser  spaces  and  bakeries. 
Skvlights  and  domes 

do 

do 

MEASUREMENT    OF    VESSELS    FOR    PANAMA    CANAL. 


183 


Table  XII. — Treatment  (in  1913)  of  superstructures  and  shelter-deck  spaces  under  the  measurement  rules  of  Great  Britain, 
the  Suez  Canal  Co.,  Germany,  and  the  United  States — Continued. 


Fortion  of  vessel. 

United  Kingdom. 

Suez  Canal. 

Germany. 

United  States. 

Light    and    air   and    funnel 
spaces  above  engine  room. 

Owner  given  option 

Owner  given  option  under 
Danube    rule,     but    if 

Owner  given  option 

Owner  given  option. 

measured  he  forfeits  cer- 

tain exemptions;  if  Ger- 

man rule  is  applied  they 
are  measured. 

Companion  houses 

Measured  if  used  as  smoking 

Same  as  United  Kingdom . 

Same  as  United  Kingdom . 

Same  as  United  Kingdom. 

room;  otherwiseexempted. 

Passageways 

Measured      when      serving 
measured  spaces. 

do 

do 

Do. 

Toilets,  lavatories,  and  bath- 

Measured. 

Measured 

Measured. 

rooms. 
Crew  and  officers'  quarters 

.  ...do 

do 

do 

Do. 

Superstructures    above    first 
deck  that  is  not  a  deck  to 

Treated  the  same  as  the  first 

Measured   if  "closed-in" 

Same  as  United  Kingdom. 

Cabins  and  staterooms  are 

tier  of  superstructures. 

under  the  national  and 

exempted. 

the  hull. 

Suez  rules;  portions  in 
way  of  side  openings  are 
exempted  if  "open  "un- 
der the  national  rules 

but  "closed-ln"  under 

Suez  rules. 

Shelters  for  deck  passengers 

Exempted  with  consent  of 

Exempted  if  "open" 

Exempted   with  consent 

Exempted    with    consent 

on  short  voyages. 

Board  of  Trade. 

of  Bureau  of  Registry. 

of  Commissioner  of  Navi- 
gation. 

Shelter  deck  spaces 

Exempted    if    "open"    ac- 
cording to  court  decision 

Measured    if  "closed-in" 

Same  as  United  Kingdom. 

Measured  unless  "open" 
according  to  rules  of  Com- 

under national  and  Suez 

and   Board  of  Trade  in- 

rules;   portions  in  way 

missioner  of  Navigation. 

structions.    Shelter  decks 

of  side  openings  are  ex- 

Definition    of     "open" 

are  ordinarily  exempted. 

empted  if  "open"  under 
the  national  rules    but 

stricter  than  in  United 

Kingdom  and  Germany. 

"closed-in"  under  Suez 

Shelter  decks  are  ordina- 

rules.    The  presence  of 

rily  measured. 

cargo  requires  measure- 

ment forever  thereafter. 

Deck  loads 

Added  to  net  tonnage  for 
tonnage  taxation. 

Exempted. . 

Exempted 

Exempted. 

CHAPTER  XII. 


INTERNATIONAL  UNIFORMITY  IN   TONNAGE   AND 

MEASUREMENT:  PAST  EFFORTS,  FUTURE 

POSSIBILITIES. 

61861°— 13 13  185 


CHAPTER   XII. 


INTERNATIONAL    UNIFORMITY    IN    TONNAGE    AND    MEASUREMENT:    PAST    EFFORTS, 

FUTURE  POSSIBILITIES. 

In  1S62  the  British  Board  of  Trade,  in  a  Memorandum  Pointing  Out  the  Importance  of 
the  Uniform  System  of  Tonnage  Measurement,  stated  that: 

If  one  system  could  be  adopted  by  all  maritime  nations,  so  that  the  capacity  of  any  given  ship,  when  once  offi- 
cially ascertained  and  denoted  on  her  official  papers,  could  be  everywhere  understood  and  recognized  as  valid,  the 
advantages  gained  would  be  very  great.  The  statistics  of  navigation  would  be  rendered  more  simple,  intelligible, 
and  accurate.  The  merchant  or  shipowner  would  at  once  understand  the  size  and  capacity  of  the  ships  he  employs 
or  purchases;  he  would  also  escape  the  annoyance  and  expense  of  remeasurement;  and,  lastly,  taxation  when  imposed 
would  be  rendered  more  simple  and  more  just.  Under  these  circumstances  there  can  be  but  one  opinion  as  to  the 
utility,  if  not  the  necessity,  of  some  general  system  of  measuring  merchant  shipping.1 

During  the  half  century  that  has  elapsed  since  this  admirable  statement  was  made  of  the 
reasons  for  the  international  unification  of  the  rules  governing  the  measurement  and  tonnage 
of  vessels  the  world's  commerce  and  shipping  have  increased  many  fold;  the  Suez,  Amsterdam, 
Kiel,  Corinth,  and  Manchester  ocean  ship  canals  have  been  brought  into  existence,  and  the 
second  of  the  world's  great  interoceanic  highways — the  Panama  Canal — has  been  brought 
near  completion.  The  importance  of  international  tonnage  unity  has  grown  greater  with  the 
progress  of  commercial  intercourse  among  nations,  but  diversity  still  prevails  in  vessel  measure- 
ment rules. 

The  opening  of  the  Panama  Canal,  which  will  be  a  commercial  event  of  world-wide  influ- 
ence, suggests,  as  did  the  opening  of  the  Suez  Canal  more  than  four  decades  ago,  that  serious 
consideration  should  be  given  to  the  necessity  of  unifying  tonnage  and  vessel-measurement 
rules.  Possibly  the  completion  of  the  Panama  Canal  may,  as  is  greatly  to  be  desired,  cause 
efforts  to  be  made  to  bring  about  uniform  tonnage  rules.  Should  an  earnest  attempt  now  be 
made  by  Great  Britain,  the  United  States,  and  the  other  leading  commercial  nations,  the 
probabflity  of  the  successful  unification  of  tonnage  and  measurement  rules  would  doubtless 
be  greater  than  it  was  40  and  50  years  ago.  The  countries  of  the  world  are  to-day  closely 
united  commerciaUy,  and  their  experience  in  solving  problems  of  mutual  interest  has  lessened 
the  obstacles  to  international  cooperation. 

In.  various  parts  of  this  report  and  of  the  appendices  the  differences  in  the  vessel-measure- 
ment rules  of  Great  Britain,  Germany,  France,  the  United  States,  and  the  Suez  Canal  Co.  are 
pointed  out.  This  indicates  what  needs  to  be  done  to  bring  about  the  unification  of  tonnage 
practice.  A  history  of  the  past  efforts  to  accomplish  this  result  will  show  that  the  importance 
of  the  subject  is  appreciated  by  maritime  countries  and  may  possibly  facditate  the  initiation 
of  future  negotiations  among  the  leading  nations  with  a  view  to  the  early  establishment  of  a 
single  international  code  of  rules  for  the  measuring  of  vessels  and  for  the  determination  of  the 
tonnage  upon  which  shipping  charges  shall  be  paid  in  all  the  ports  of  the  world  and  at  all  ocean 
ship  canals.  It  is  for  these  reasons  that  tins  chapter  is  included  in  this  report  upon  rules  for 
the  measurement  of  vessels  using  the  Panama  Canal. 

THE      EFFORTS     OF     THE     EUROPEAN     COMMISSION     OF     THE     DANUBE     TO    BRING    ABOUT    INTER- 
NATIONAL   TONNAGE    UNIFORMITY. 

The  treaty  of  Paris,  by  which,  in  1856,  the  European  Commission  of  the  Danube  was 
established,  provided  that  "all  vessels  [using  the  port  of  Sulina  and  navigating  the  lower  Danube] 
should  pay  alike  without  distinction  of  flags."     This  treaty,  like  the  concession  which  the  Suez 

1  See  Report  of  Select  Committee  on  Tonnage,  1874,  p.  231. 

187 


188  MEASUREMENT   OF   VESSELS   FOB  PANAMA   CANAL. 

Canal  Co.  received  from  the  Turkish  Government  and  like  the  Hay-Pauncefote  treaty  between 
the  United  States  and  Great  Britain,  requires  the  charges  upon  ships  to  be  imposed  upon  the 
same  tonnage  basis  and  without  discrimination.  When  by  1860  the  European  Commission  of 
the  Danube  had  carried  out  the  improvements  of  the  Danube  sufficiently  to  warrant  the  imposi- 
tion of  charges  upon  shipping  making  use  of  the  port  of  Sulina  and  navigating  the  lower  Danube, 
a  tariff  was  issued  by  the  commission  imposing  tolls  upon  the  net  tonnage  of  vessels  as  determined 
by  the  British  Merchant  Shipping  Act  of  1854.  The  size  of  vessels  of  different  nationalities  being 
expressed  in  various  kinds  of  tons,  the  commission  worked  out  a  list  of  factors  or  percentages 
to  apply  to  the  tonnage  of  the  vessels  not  measured  by  the  Moorsom  system,  in  order  to  reduce 
the  tonnage  of  all  ships  to  the  equivalent  of  their  net  tonnage,  British  measurement.  In  order 
to  secure  the  information  necessary  to  determine  these  factors  or  percentages,  the  commission 
applied  the  British  rules  to  a  number  of  vessels,  but  the  data  secured  by  the  commission  was 
obtained  by  measuring  so  few  ships  that  the  table  of  equivalents  was  only  roughly  accurate. 
It  soon  became  evident  that  serious  discriminations  resulted  from  the  application  of  the  table 
of  percentages,  and,  as  stated  by  Sir  John  Stokes,  the  representative  of  Great  Britain  on  the 
commission : 

In  the  year  1861  the  commission  formally  recorded  the  desire  felt  by  it  that  a  universal  system  of  tonnage  measure- 
ment should  be  adopted  in  order  to  establish  a  real  equality  between  ship  and  ship  and  between  flag  and  flag.  This 
desire  was  repeated  from  time  to  time  as  the  protocols  of  the  commission  testify.1 

The  efforts  of  the  European  Commission  of  the  Danube  to  bring  about  uniform  tonnage 
laws  in  the  principal  maritime  countries  of  Europe  proved  unsuccessful  and  the  commission 
was  compelled  to  adopt  its  own  code  of  rides.  This  was  done  when  the  new  tariff  of  1871  was 
issued.  These  rules  provided  for  the  measurement  of  vessels  by  the  Moorsom  rules,  100  cubic 
feet  being  considered  a  ton,  but  the  rules  provided  for  propelling-power  deduction  in  accord- 
ance with  the  Danube  instead  of  the  percentage  rule.  It  was  this  action  of  the  Commission  of 
the  Danube  that  gave  to  this  ride  for  propelling-power  deduction  the  name  of  Danube,  although 
the  rule  first  appeared  in  the  British  Merchant  Shipping  Act  of  1854,  by  which  act  it  was  applied 
to  vessels  to  which  the  percentage  rule  did  not  apply  for  making  propelling-power  deductions. 

It  was  not  the  practice  of  the  European  Commission  of  the  Danube  actually  to  measure  all 
vessels  to  determine  their  tonnage.  The  rules  of  the  commission  determined  what  spaces  would 
be  included  in  net  tonnage.  If  the  tonnage  of  such  spaces  was  expressed  by  the  vessel's  certifi- 
cates in  other  than  Moorsom  tons  of  100  cubic  feet,  the  tonnage  was  multiplied  by  such  a  factor 
as  would  reduce  it  to  the  equivalent  of  Moorsom  tons — the  measurement  rules  being  accom- 
panied by  a  revised  table  of  equivalents  or  factors  to  be  applied  to  the  tonnage  of  vessels  of 
different  nationalities.  In  1876  the  European  Commission  of  the  Danube  adopted  the  Suez 
measurement  rules,  substituting  them  for  the  rules  it  had  adopted  in  1871. 

NEGOTIATIONS   CONCERNING   UNIFORM  TONNAGE   RULES   BETWEEN   GREAT   BRITAIN,   FRANCE,   AND 

OTHER    COUNTRIES,  1862  TO    1870. 

In  1862  Great  Britain  enacted  a  law,  referred  to  below,  providing  that,  when  any  foreign 
nation  adopted  the  British  system  of  measurement,  the  tonnage  of  vessels  as  stated  in  their 
official  papers  would  be  accepted  at  the  British  ports  without  remeasurement  of  the  ships  con- 
cerned; and,  at  the  time  of  the  enactment  of  this  law,  the  British  Board  of  Trade,  through  the 
foreign  office,  submitted  to  the  French  Government  the  memorandum  quoted  at  the  beginning 
of  this  chapter,  "pointing  out  the  importance  of  the  uniform  system  of  tonnage  measurement." 
This  memorandum  urged  other  countries  to  adopt  the  leading  features  of  the  British  Merchant 
Shipping  Act  of  1854. 

This  appeal  on  the  part  of  the  British  Government  caused  the  French  Government  to  appoint, 
in  1863,  a  commission  to  investigate  and  report  upon  tonnage.  This  was,  in  fact,  the  third 
commission  which  France  had  appointed  within  a  comparatively  short  time.  There  had  been  a 
commission  established  in  1855,  and  another  in  1861,  to  report  upon  the  advisability  of  changing 
the  French  measurement  rules  as  adopted  in  1837. 

'  Report  of  the  Select  Committee  of  the  House  of  Commons  on  Tonnage,  1874,  p.  3. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


189 


The  commissions  of  1S55  and  1861  did  not  recommend  the  adoption  by  France  of  the 
Moorsom  system,  but  the  commission  of  1863  recommended  that  France  adopt  and  put  in  force 
the  Moorsom  system  and  the  British  measurement  rules.  Unfortunately,  no  action  followed 
this  recommendation,  although  the  subject  was  not  abandoned  by  the  French  Government,  as 
is  evidenced  by  the  statement  by  the  French  minister  of  foreign  affairs,  made  in  1869  in  a  letter 
addressed  to  De  Lesseps,  president  of  the  Suez  Canal  Co.  A  commission  that  De  Lesseps  had 
appointed  in  1868  to  recommeiui  a  tonnage  basis  for  the  Suez  Canal  tolls  had  advised  the  com- 
pany to  levy  the  Suez  tolls  upon  the  net  tonnage  of  vessels  as  stated  in  their  certificates  of  registry 
until  the  negotiations  then  in  progress  for  the  international  unification  of  tonnage  had  been 
successful.     The  statement  made  by  the  French  minister  of  foreign  affairs  was  that: 

My  department  is  especially  occupied  with  this  important  question  of  agreement  with  other  competent  adminis- 
trations, and,  at  the  suggestion  of  the  European  Commission  of  the  Danube,  has  put  itself  to  work  with  the  British 
Government  to  elaborate  in  common  an  international  system  of  measurement  to  be  submitted  for  acceptance  by  all 
the  States.  These  labors  have  not  yet  had  any  definite  result,  but  they  are  in  search  of  one,  and  the  opening  of  the 
Suez  Canal  will  have  the  effect  of  hastening  a  solution  which  is  of  interest  to  the  entire  commercial  world,  while  showing 
the  impossibility  of  maintaining  the  present  conditions  longer.1 

While  these  negotiations  between  France  and  Great  Britain  were  being  carried  on,  com- 
munications of  similar  tenor  were  being  exchanged  by  other  maritime  countries.  The  only 
countries,  however,  that  took  action  were  the  United  States,  1865,  and  Denmark,  1867,  which 
adopted  the  Moorsom  system  of  measuring  vessels  and  the  Moorsom  ton  as  the  unit  of  vessel  size. 

Whatever  might  otherwise  have  been  the  result  of  these  negotiations,  they  were  temporarily 
brought  to  naught  by  the  outbreak  of  the  Franco-Prussian  War  in  1870.  Another  reason  why 
international  negotiations  carried  on  between  1862  and  1870  failed  to  bring  about  uniform 
measurement  and  tonnage  rules  was  the  decision  of  the  British  courts  in  1866  holding  that  the 
Board  of  Tradehad  acted  without  the  authority  of  law  when,  in  1S60,  it  abandoned  the  percentage 
rule  concerning  propelling-power  deductions. 

The  Board  of  Trade  in  its  memorandum  of  1862,  which  was  made  the  basis  of  international 
negotiations  concerning  the  unification  of  tonnage,  had  stated  tbat  "in  1854  an  attempt  was 
made  to  determine  this  deduction  (for  propelling  power)  by  a  fixed  percentage,  but  the  diffi- 
culties of  doing  this  fairly  and  universally  have  proved  so  great  tbat  it  has  been  found  necessary 
to  adopt  the  plan  of  simply  measuring  the  contents  of  the  space  and  to  deduct  them  from  the 
aggregate  contents  of  the  ship."  This  administrative  order  concerning  propelling-power 
deductions  made  in  1860  having  been  held  to  be  illegal  by  the  High  Court  of  Justice,  in  1866, 
the  Board  of  Trade  and  the  British  Government  were  thereby  embarrassed  in  urging  other 
nations  to  adopt  the  British  tonnage  rules,  as  embodied  in  +he  act  of  1854.  The  Board  of 
Trade  besought  Parliament  to  amend  the  act  of  1S54,  but  without  success. 


ADOPTION    OF    MOORSOM    TONNAGE    SYSTEM,  AND    ACCEPTANCE    OF   TONNAGE    CERTIFICATES. 

The  United  States  and  Denmark  were  the  only  countries  that  adopted  the  Moorsom  ton 
and  the  Moorsom  system  of  vessel  measurement  prior  to  1871;  but,  between  1870  and  1880, 
all  of  the  maritime  nations  of  Europe,  with  the  exception  of  Belgium,  adopted  the  Moorsom 
tonnage  and  measurement  system.  The  following  table  states  the  date  upon  which  the  Moor- 
som. system  became  effective  in  the  countries  of  the  world  that  have  thus  far  taken  action: 

Table  XIII. — Nations  that  have  adopted  the  Moorsom  ton  and  the  Moorsom  measurement  system. 


Date  on 

which 

effective. 


Nation. 


Date  on 

which 

effective. 


United  Kingdom. 

United  States 

Denmark 

Austria-Hungary. 

Germany 

France 

Italv 

Chile 

Sweden 

Turkey 


May 

Jan. 

Oct. 

Sept. 

Jan. 

June 

July 

Jan. 

Apr. 


1,1855 
1,1865 
1, 1867 
1,1871 
1,1873 
1,1873 
1. 1873 
1, 1875 
1, 1875 
1875 


Spain 

Netherlands. 

Norway 

Argentina... 

Finland 

Greece 

Russia 

Haiti 

Belgium 

Japan 


Dec. 
Jan. 
Apr. 
Jan. 
June 
July 
Dec. 
Jan. 
Jan. 
July 


2, 1874 
1. 1876 

1. 1876 

1. 1877 
1,1877 

1. 1878 
20, 1879 
26,1882 

1,1884 
1,1885 


i  Letter  ol  Oct.  6,  1869,  to  president  of  the  Suez  Canal  Co. 


190  MEASUREMENT  OF  VESSELS  FOR  PANAMA  CANAL. 

The  action  taken  by  most  of  the  maritime  nations  of  the  world  in  adopting  the  Moorsom 
ton  of  100  cubic  feet  and  the  Moorsom  system  of  measuring  vessel  spaces  was  but  the  first  step 
toward  international  unification  of  tomiage  rides  and  practice.  In  order  to  bring  about  inter- 
national tonnage  unity,  it  is  necessary  that  the  measurement  rules  of  all  countries  should  be 
uniform,  i.  e.,  that  all  rules  should  include  in  gross  tonnage  the  same  spaces  and  that  all  rules 
should  make  the  same  deductions  from  gross  tonnage  to  determine  net  tonnage.  The  general 
adoption  of  the  Moorsom  tonnage  system  made  possible,  but  was  not  followed  by,  the  inter- 
national unification  of  tonnage  and  vessel  measurement. 

The  adoption  by  the  principal  maritime  countries  of  the  world  of  the  Moorsom  ton  and  the 
Moorsom  method  of  measuring  vessel  spaces  favored  the  acceptance  by  each  of  the  principal 
countries,  as  the  basis  of  port  charges  and  tonnage  taxes,  of  the  tonnage  certificates  issued  by 
countries  that  had  adopted  the  Moorsom  tonnage  rules.  This  action  was  anticipated  by  the 
British  Government  which  provided  in  a  statute  enacted  hi  1862  that: 

Whenever  it  appears  to  Her  Majesty  the  Queen  in  council  that  the  tonnage  regulations  of  this  act  have  been 
adopted  by  any  foreign  country,  and  are  in  force  there,  Her  Majesty  in  council  may  order  that  the  ships  of  that  country 
shall,  without  being  remeasured  in  Her  Majesty's  dominions,  be  deemed  to  be  of  the  tonnage  denoted  in  their  cer- 
tificates of  registry  or  other  national  papers  in  the  same  manner,  to  the  same  extent,  and  for  the  same  purposes  as 
the  tonnage  in  the  certificate  of  registry  of  a  British  ship  is  deemed  to  be  the  tonnage  of  that  ship. 

A  provision  similar  to  this  was  enacted  in  the  United  States  tonnage  law  of  1864 — the 
law  which  adopted  the  Moorsom  system  for  measuring  vessels.  The  present  phraseology  of  the 
American  statute  of  1864  is  that: 

Whenever  it  is  made  to  appear  to  the  Secretary  of  Commerce  [and  Labor]  that  the  rules  concerning  the  measure- 
ment for  tonnage  of  vessels  of  the  United  States  have  been  substantially  adopted  by  the  Government  of  any  foreign 
country  he  may  direct  that  the  vessels  of  such  foreign  country  be  deemed  to  be  of  the  tonnage  denoted  in  their  cer- 
tificates of  register  and  other  national  papers,  and  thereupon  it  shall  not  be  necessary  for  such  vessels  to  be  remeas- 
ured at  any  port  in  the  United  States. 

Following  the  enactment  of  the  law  of  1862,  Great  Britain  began  to  enter  into  reciprocal  ton- 
nage agreements  with  other  nations  providing  for  the  acceptance,  by  the  countries  entering  into 
such  arrangements,  of  the  tomiage  certificates  of  the  vessels  under  their  respective  flags.  Agree- 
ments were  made  with  the  United  States  and  Denmark  in  1868  and  with  Austria-Hungary  in 
1871.  These  agreements  were  without  restrictions;  but  those  subsequently  entered  into  by 
Great  Britain  and  other  countries  generally  stipulated  that  foreign  certificates  would  be  accepted 
oidy  in  so  far  as  the  measurement  rules  of  the  countries  entering  into  agreements  were  alike,  and 
that  the  tomiage  as  stated  in  certificates  would  be  increased  or  decreased  by  admeasurers  so  as 
to  make  the  tonnage  upon  which  light  dues  or  other  shipping  charges  were  levied  the  equiv- 
alent of  the  tonnage  which  the  vessel  would  have  if  measured  by  the  rules  of  the  countries 
imposing  the  charges.  This  was  necessary  because  of  the  insistence  by  Great  Britain  upon 
adhering  to  the  32  per  cent  rule  in  making  propelling-power  deductions  and  upon  considering 
as  open  the  spaces  under  so-called  shelter  decks  provided  with  "tonnage  openings."  These 
provisions  of  the  British  measurement  rules  made  the  net  tonnage  of  British  vessels  less  than 
the  net  tonnage  of  vessels  of  the  same  size  when  measured  by  the  rules  of  most  other  countries. 

Prior  to  1895  the  United  States,  Germany,  and  some  other  maritime  countries  made 
propelling-power  deductions,  either  in  accordance  with  the  Danube  rule  or  by  the  actual 
measurement  of  deducted  spaces,  and  it  was  customary  for  Great  Britain  to  permit  the 
remeasurement  of  vessels  at  her  ports  and  to  give  them  the  advantage  of  the  larger  deduction 
from  net  tonnage  provided  for  by  the  British  rule  as  to  propelling-power  allowances.  To 
facilitate  the  correction  of  net-tonnage  figures  at  foreign  ports,  some  countries,  including  Ger- 
many, Sweden,  Norway,  Denmark,  and  the  United  States,  have  provided  that  their  official 
admeasurers  shall  provide  the  masters  of  vessels  not  only  with  the  certificate  of  the  vessel's 
official  tonnage,  but  also  with  statements  showing  what  spaces  in  the  vessel  are  entitled  to 
deduction  from  gross  tonnage  by  the  rules  of  foreign  countries.  This  may  be  illustrated  by 
quoting  the  provision  of  the  statute  of  the  United  States  now  in  force,  which  is  as  follows: 

Upon  application  by  the  owner  or  master  of  an  American  vessel  in  foreign  trade,  collectors  of  customs,  under 
regulations  to  be  approved  by  the  Secretary  of  Commerce,  are  authorized  to  attach  to  the  register  of  such  vessel  an 


MEASUREMENT  OF  VESSELS  FOR  PANAMA  CANAL.  191 

appendix  stating  separately,  for  use  in  foreign  ports,  the  measurement  of  such  space  or  spaces  aa  are  permitted  to 
be  deducted  from  gross  tonnage  by  the  rules  of  other  nations  and  are  not  permitted  by  the  laws  of  the  United  States. 

The  United  States  has  reciprocal  arrangements  of  the  kind  above  indicated  with  Great 
Britain,  Belgium,  Denmark,  Austria-Hungary,  Germany,  Italy,  Sweden,  Norway,  Spain, 
the  Netherlands,  Russia,  Finland,  Portugal,  and  Japan.  The  American  measurement  rules 
produce  a  net  tonnage  larger  than  results  from  the  application  of  the  rides  of  most  of  these 
countries,  and  American  admeasurers  thus  add  to  the  tonnage  of  foreign  ships  the  spaces  which 
our  rules  include  in  tonnage  and  which  the  rides  of  foreign  nations  omit  therefrom. 

The  official  instructions  under  which  American  admeasurers  act  are  that  "the  like  courtesy 
having  been  extended  to  vessels  of  the  United  States,  it  is  directed  that  vessels  of  those 
countries  whose  registers  indicate  their  gross  and  net  tonnage  under  their  present  law  shall 
be  taken  in  ports  of  the  United  States  to  be  of  the  tonnage  so  expressed  in  their  documents,  with 
the  addition  of  the  amount  of  the  deductions  and  omissions  made  under  such  law  not  authorized 
by  the  admeasurement  law  of  the  United  States. " 

Inasmuch  as  the  British  measurement  rules  give  vessels  a  lower  net  tonnage  than  do  the 
rules  of  most  other  countries,  Great  Britain  is  willing  to  accept,  for  purposes  of  taxes  upon 
shipping,  the  tonnage  without  alteration  as  stated  in  the  certificates  of  the  vessels  of  foreign 
countries.  The  arrangement  between  Great  Britain  and  Greece  is  that  Greek  steamers  may 
be  remeasured  in  the  United  Kingdom  for  engine  room  deduction — the  Greek  rules  providing 
for  smaller  deductions  by  applying  the  Danube  rule.  The  arrangement  between  Great  Britain 
and  Sweden  provides  for  the  acceptance  by  Great  Britain  of  British  tonnage  when  separately 
stated  in  the  certificates  issued  to  Swedish  vessels  by  the  admeasurers  of  Sweden. 

The  general  practice  now  prevailing  among  commercial  nations  of  accepting  the  tonnage 
certificates  of  vessels  of  foreign  registry  is  of  advantage  to  commerce  and  shipping,  because  it 
minimizes  the  expense  and  delays  that  would  result  from  the  measurement  of  vessels  when 
subjected  to  tonnage  charges  at  foreign  ports.  This  practice,  however,  merely  lessens  the 
disadvantages  resulting  from  dissimilarity  in  the  tonnage  rules  of  different  countries.  The 
arrangements  providing  for  the  acceptance  at  the  ports  of  each  country  of  the  tonnage  cer- 
tificates of  foreign  vessels  in  accordance  with  special  international  regulations,  have  been  made 
necessary  by  the  lack  of  international  unity  in  tonnage  and  vessel  measurement.  These  agree- 
ments would  be  unnecessary  and  international  commerce  could  be  carried  on  more  advan- 
tageously if  the  commercial  nations  of  the  world  could  agree  upon  common  tonnage  rules. 

THE    INTERNATIONAL    TONNAGE    COMMISSION    OF    1873. 

The  opening  of  the  Suez  Canal  in  1869  led  to  the  convening  of  an  international  tonnage 
commission  which  met  in  Constantinople  the  latter  part  of  1873,  and  which  provided  a  set  of 
vessel-measurement  rules  that  the  members  of  the  commission  thought  would  be  adopted  by 
the  countries  represented  at  Constantinople  and  would  lead  to  the  international  unification  of 
tonnage  and  vessel  measurement.  As  has  been  explained,  this  expectation  was  not  realized, 
because  of  the  refusal  of  Great  Britain  the  following  year  to  substitute  the  rules  framed  at 
Constantinople  for  those  embodied  hi  the  British  Merchant  Shipping  Act  of  1854.  Had  Great 
Britain  adopted  the  Constantinople  rules,  it  is  certain  that  other  countries  would  have  done  so. 

As  has  been  set  forth  in  Chapter  IX,  the  occasion  of  the  convening  of  the  International 
Tonnage  Commission  at  Constantinople  was  the  necessity  of  defining  the  phrase  "ton  of 
capacity"  as  used  hi  the  act  of  concession  granted  to  the  Suez  Canal  Co.  by  the  Ottoman  Govern- 
ment in  1856.  Section  17  of  that  concession  provided  that  the  dues  imposed  by  the  canal  com- 
pany should  "be  collected  without  exception  or  favor  from  all  ships,  under  like  conditions," 
and  "that  for  the  special  navigation  due  the  maxhnum  toll  shall  not  exceed  10  francs  per  ton 
of  capacity  on  vessels  and  per  head  of  passengers." 

In  1868,  De  Lesseps,  the  president  of  the  Suez.  Canal  Co.,  appointed  a  commission  to  con- 
sider problems  connected  with  the  operation  of  the  canal  and  among  the  questions  referred  to 
this  commission  was  that  of  determining  the  type  or  kind  of  tonnage  upon  which  the  charges 
imposed  by  the  company  for  the  use  of  the  canal  should  be  levied.     While  the  commission 


192  MEASUREMENT  OF  VESSELS  FOB  PANAMA  CANAL. 

was  deliberating  upon  this  question  active  negotiations,  with  a  view  to  the  international  unifi- 
cation of  vessel  tonnage  and  measurement  rules,  were  in  progress  with  prospects  of  early  success. 
Accordingly,  the  commission  appointed  by  De  Lesseps  recommended  that  "while  awaiting  the 
adoption  of  a  universal  rule  [of  measurement]  the  company  levy  dues  according  to  the  tonnage 
stated  in  the  ship's  papers  without  regard  to  the  flag."  The  regulations  adopted  by  the  com- 
pany under  date  of  August  17,  1869,  stipulated  that  "tonnage  [upon  which  tolls  are  paid]  will 
for  the  present  (jusqu'a  nouvel  ordre)  be  that  stated  in  the  official  papers  carried  by  vessels." 

This  provided  for  the  payment  of  tolls  upon  net  or  register  tonnage,  and  it  was  soon  dis- 
covered that  the  net  tonnage  was  often  40  to  50  per  cent  less  than  the  gross  tonnage.  The 
revenues  of  the  canal  company  being  insufficient  during  the  early  years  of  the  operations  of 
the  waterway  to  enable  the  company  to  meet  its  capital  charges,  the  company  felt  obhged  to 
increase  its  revenue.  One  of  the  steps  taken  was  to  substitute  gross  for  net  tonnage  as  the 
basis  on  which  charges  should  be  imposed.  This  change  was  made  July  1,  1872,  upon  the 
recommendation  of  a  commission  that  had  been  appointed  by  the  company  the  previous  year. 
As  was  explained  in  Chapter  IX,  this  action  of  the  Suez  Canal  Co.  was  vigorously  opposed  by 
the  shipping  interests,  their  opposition  being  supported  by  several  of  the  European  powers. 
Pressure  having  been  brought  by  the  European  powers  upon  the  Turkish  Government  to  settle 
the  question,  the  Porte  invited  the  European  Governments  to  send  delegates  to  an  international 
commission  to  meet  in  Constantinople  or  London. 

In  requesting  the  European  nations  to  send  delegates  to  an  international  commission,  the 
Ottoman  Government  stated  it  to  be  "the  desire  of  the  imperial  Government  to  insure  an  equal 
treatment  of  all  ships  without  distinction  of  flag  that  use  the  ports  of  the  Empire ' '  and  ' '  expressed 
the  opinion  that  the  adoption  of  a  uniform  tonnage  will  be  regarded  with  favor  by  maritime 
countries."  It  was  further  stated  by  the  Ottoman  Government  that  it  "did  not  doubt  that  a 
commission  of  experts  and  men  of  practical  experience  would  be  able  to  find  a  uniform  method 
of  measuring  ships  and  of  fixing  upon  a  standard  ton  that  may  serve  at  the  same  time  as  the 
basis  for  commercial  transactions  and  for  the  collection  of  charges  to  which  vessels  are  subject." 

The  delegates  sent  to  Constantinople  by  the  maritime  powers  of  Europe  were  not  authorized 
to  bind  their  respective  Governments  to  a  change  in  national  measurement  rules.  The  foreign 
office  of  the  British  Government,  for  instance,  was  careful  to  state  "that  the  conclusions  at 
which  the  commission  may  arrive  shall  not  become  operative  until  they  have  been  referred  to 
all  the  powers,  and  shall  have  been  accepted  by  them."  *  In  this  same  communication,  however, 
it  is  stated  that  "Her  Majesty's  Government  have  constantly  urged  the  importance  of  a 
uniform  standard  of  tonnage  measurement  *  *  *  They  are  therefore  glad  to  join  in  such 
a  commission."  Thus  while  the  British  Government  participated  in  the  deliberations  of  the 
Constantinople  commission  primarily  for  the  purpose  of  assisting  in  deciding  what  should  be 
the  basis  of  charges  at  the  Suez  Canal,  Great  Britain  was  also  willing  that  her  delegates  should 
join  with  those  from  other  countries  in  efforts  to  work  out  a  system  of  measurement  rules  that 
would  be  acceptable  to  commercial  countries  generally. 

The  German  Government  was  careful  to  instruct  its  delegates  to  the  Constantinople  con- 
vention to  give  primary  consideration  to  the  settlement  of  the  Suez  Canal  tonnage  question. 
Germany  had  recently,  by  the  act  of  1872,  adopted  the  Moorsom  system  of  measuring  vessel 
spaces,  and  had  thus  established  uniform  measurement  rules  to  apply  in  all  the  States  of  the 
Empire,  and  the  German  Government  accordingly  felt  that  it  would  not  be  desirable  to  change 
the  tonnage  rules  it  had  recently  adopted.  This  is  shown  by  Prince  Bismarck's  instructions  to 
the  German  ambassador  at  Constantinople.  In  a  letter  dated  March  18,  1873,  the  chancellor 
stated : 

By  the  ship  measurement  ordinance  issued  on  the  5th  July,  1872,  the  process  of  admeasurement  for  sea  ships  is 
made  uniform  throughout  Germany,  and  is  regulated  on  the  method  originally  English,  now  introduced  in  almost  all 
European  States.  We  are,  therefore,  no  longer  in  a  position  to  treat  this  question  as  an  open  one,  of  which  the  solution 
for  Germany  should  depend  upon  an  international  commission.  Germany  would  not  be  able  to  take  part  in  a  negoti- 
ation which  treated  of  altering  the  aforesaid  British-German  system.  On  the  other  hand,  supposing  the  maintenance 
of  that  system  not  to  be  called  in  question;  we  also  might  take  part  in  a  discussion  as  to  what  deductions  are  to  be 

i  Earl  Granville  to  Sir  H.  Elliott,  Mar.  3, 1873. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  193 

made  from  the  gross  capacity;  that  is,  the  capacity  of  all  the  internal  parts  of  a  ship  and  the  fixed  erections  thereon 
(gross  tonnage),  in  order  to  settle  the  net  capacity  which  is  to  regulate  the  levy  of  dues. 

The  International  Tonnage  Commission  in  the  course  of  its  deliberations  soon  found  that 
the  delegates  present  were  primarily  interested  in  the  formulation  of  a  set  of  tonnage  rules 
to  be  adopted  by  the  nations  of  the  world  and  only  secondarily  interested  in  deciding  upon 
rules  to  .determine  the  tonnage  upon  which  the  Suez  Canal  charges  should  be  paid;  and  the  rules 
which  the  commission  drafted  for  application  at  Suez  were  framed  with  a  view  to  subsequent 
adoption  by  the  several  countries  represented  at  Constantinople.  The  interest  which  the 
Constantinople  commission  had  in  formulating  an  international  code  of  measurement  rules  is 
indicated  by  a  report  made  by  the  two  British  delegates  to  their  Government  soon  after  the 
adjournment  of  the  commission. 

Our  instructions  at  first  prescribed  that  the  general  question  of  tonnage  should,  if  possible,  be  reserved  for  exami- 
nation in  London,  and  that  the  questions  relating  to  the  Suez  Canal  dues  should  form  the  principal  subject  of  inquiry. 
We  had  very  early  to  point  out  that  this  order  of  inquiry  was  hardly  possible,  on  account  of  the  conflicting  instructions 
of  the  different  delegates,  and  that  it  did  not  promise  to  be  attended  with  success.  The  whole  tenor  of  the  Turkish 
instructions,  and  those  of  some  of  our  colleagues,  indicated  the  tonnage  question  as  the  principal  one  that  was  to  occupy 
the  attention  of  the  commission.1 

The  leading  member  of  the  Constantinople  commission  was  Sir  John  Stokes,  one  of  the 
two  English  delegates.  The  statement  which  he  made  in  1874,  when  testifying  before  the 
select  committee  of  the  House  of  Commons  regarding  the  work  of  the  International  Tonnage 
Commission,  shows  clearly  that  the  commission's  first  interest  was  in  the  international  unifica- 
tion of  tonnage  practice.     His  statement  was: 

An  international  commission  was  last  year  assembled  at  Constantinople  which,  taking  the  English  law  of  1854 
for  a  basis,  has  drawn  up  a  set  of  recommendations  which  remedied  the  defects  of  that  law.  The  international  com- 
mission had  no  power  to  bind  the  governments  represented  in  it,  but  it  conscientiously  endeavored  to  solve  the  prob- 
lems of  tonnage  measurement,  and  more  especially  those  of  the  additions  to  be  made  for  covered-in  spaces  to  determine 
the  gross  tonnage,  and  of  the  deductions  which  should  be  made  from  the  latter  in  order  to  determine  the  net  or  official 
tonnage  of  each  ship. 

An  account  of  the  efforts  of  the  British  Board  of  Trade  to  secure  action  by  Parliament  to 
amend  the  Merchant  Shipping  Act  of  1854  so  as  to  incorporate  in  that  law  the  tonnage  rules 
adopted  at  Constantinople  is  given  in  Chapter  IX.  The  efforts  of  the  Board  of  Trade  in  1874 
and  in  1881  to  secure  the  amendment  of  the  act  of  1854  having  failed  through  the  opposition 
of  the  shipowners  to  an  increase  in  the  net  tonnage  upon  which  shipping  charges  were  payable, 
the  internationalization  of  tomiage  rules  by  the  general  adoption  of  the  rules  formulated  at 
Constantinople  was  prevented. 

Great  Britain  having  refused  to  amend  her  Merchant  Shipping  Act  of  1854,  other  com- 
mercial nations  felt  obliged,  on  account  of  the  leading  position  of  British  shipping,  to  adapt 
their  tonnage  laws  to  those  to  which  Great  Britain  insisted  upon  adhering.  Italy  adopted  the 
percentage  rule  for  propelling-power  deductions  in  1882,  Japan  in  1884,  Norway  hi  1893,  Den- 
mark, Germany,  and  the  United  States  in  1895,  Holland  in  1899,  Russia  in  1900,  and  Spain 
in  1902.  From  1873  until  1904  France  permitted  vessel  owners  the  option  of  having  propelling- 
power  deductions  made  by  the  British  Board  of  Trade  rule,  with  a  40  per  cent  maximum  deduc- 
tion, or  by  the  German  rule;   but  in  1904  France  adopted  the  Board  of  Trade  rule. 

Likewise,  as  regards  the  exemption  of  superstructures  from  measurement,  many  commercial 
nations  felt  obliged  to  follow  the  lead  of  Great  Britain.  Germany  provided  hi  1895  for  the 
treatment  of  superstructures  and  shelter-deck  spaces  in  accordance  with  the  rules  prevailing 
in  Great  Britain.  Sweden  and  Russia  have  taken  similar  action.  The  United  States,  however, 
has  thus  far  wisely  declined  to  adopt  the  British  interpretation  of  the  words  "open"  and 
"closed-in"  as  applied  to  superstructures  and  to  spaces  under  the  so-called  shelter  deck.  How- 
ever, the  tendency  during  recent  years  has  been  to  increase  exemptions  and  deductions  of  the 
above-deck  spaces.  The  practice  of  the  several  countries  is  not  uniform  and  the  net  tendency 
is  away  from  rather  than  toward  uniformity. 

i  Despatch  from  Col.  Stokes  and  Sir  P.  Francis  to  Earl  Granville,  Dec.  31, 1873. 


194  MEASUREMENT   OF  VESSELS  FOB  PANAMA  CANAL. 

PAN    AMERICAN    CONFERENCE,    1890. 

At  the  Pan  American  Conference,  which  met  in  Washington  in  1890,  there  was  a  lengthy- 
discussion  of  tonnage  and  of  charges  on  shipping.1  Consideration  was  given  to  these  questions, 
because  it  was  thought  that  shipping  was  hampered  by  an  unnecessary  number  and  variety  of 
tonnage  taxes  and  harbor  dues,  and  because  it  was  realized  that  the  practice  of  levying  shipping 
charges  on  net  toimage  resulted  in  lower  taxes  and  dues  for  the  vessels  of  some  countries,  notably 
Great  Britain,  than  for  vessels  of  other  countries.  To  lessen  and  equalize  the  burdens  on 
shipping  and  to  bring  about  greater  uniformity  as  regards  tonnage  practice,  it  was  resolved  by 
the  conference  to  recommend  to  the  several  American  Governments : 

First,  That  all  port  dues  be  merged  in  a  single  one,  to  be  known  as  tonnage  dues. 

Second,  That  this  one  charge  shall  be  assessed  upon  the  gross  tonnage,  or,  in  other  words,  upon  the  total  carrying 
capacity  of  the  vessel.2 

It  is  evident  that  the  delegates  to  the  conference  had  incomplete  knowledge  of  tonnage 
questions.  The  resolutions  indicate  a  confusion  of  gross  tonnage — which  is  closed-in  capacity — 
with  total  carrying  capacity.  It  is  also  manifest  that  the  delegates  who  brought  about  the 
adoption  of  the  above  resolutions  did  not  appreciate  the  diversity  in  the  gross-tonnage  rules  of 
different  countries,  nor  did  they  give  due  weight  to  the  serious  discriminations,  as  among  vessels 
of  different  types,  that  would  result  from  levying  shipping  charges  on  gross  tonnage. 

The  maritime  powers  of  Europe  not  being  members  of  the  Pan  American  Conference,  the 
only  country  having  large  commercial  and  shipping  interests  represented  at  the  conference 
was  the  United  States,  and  the  action  taken  by  the  conference  attracted  little  attention.  The 
United  States  Commissioner  of  Navigation  in  his  annual  report  for  1890 — made  after  the  meeting 
of  the  conference — recommended  that  Congress  substitute  gross  for  net  tonnage  as  the  basis 
of  tonnage  taxes;  but,  fortunately,  no  action  was  taken  by  Congress. 

ACTION    TAKEN    BY   THE    INTERNATIONAL   INSTITUTE    OF    STATISTICS,    1889-1891. 

It  is  realized  by  all  who  have  had  occasion  to  make  commercial  investigations  and  thus  to 
compile  statistics  of  vessel  tonnage  that  these  statistics  are  subject  to  two  serious  limitations. 
"Vessels  of  the  same  size  do  not  have  the  same  tonnage  in  different  countries,  and  the  rules 
governing  the  recording  of  vessel  movements — the  statistics  of  the  entrances  and  clearances  of 
vessels  at  the  ports  of  different  countries — are  so  variant  as  to  vitiate  the  statistics  of  inter- 
national vessel  movements.  Special  care  must  be  taken  in  compding  statistics  of  the  tonnage 
of  shipping  employed  in  international  trade,  and  even  then  the  figures  can  be  only  approxi- 
mately accurate  for  the  trade  between  some  countries. 

The  importance  to  science  of  having  uniform  rules  in  all  countries  for  determining  vessel 
tonnage  impressed  itself  upon  the  International  Institute  of  Statistics,  which,  at  the  meeting 
held  in  Paris  in  1889,  appointed  a  committee  to  investigate  and  report  upon  tonnage  and  vessel 
measurement.  The  seven  members  of  the  committee  consisted  of  men  from  Norway,  Great 
Britain,  Germany,  France,  the  United  States,  Russia,  and  Italy.  At  the  meeting  of  the  insti- 
tute two  years  later  in  Vienna  the  committee  recommended  that  the  International  Institute  of 
Statistics  "call  the  attention  of  the  interested  Governments  to  the  grave  inconvenience  resulting 
from  the  condition  of  tonnage  measurement  and  recommend  to  them  the  advisability  of  sub- 
mitting their  rules  for  investigation  to  an  international  commission  of  technical  experts."  The 
recommendation  of  the  committee  was  adopted  by  the  institute  and  transmitted  to  the  com- 
mercial powers;  but,  like  other  wise  resolutions  that  have  been  adopted  by  scientific  associations, 
no  practical  results  followed. 

Accurate  statistics  of  international  vessel  movement  will  be  impossible  as  long  as  there  is  a 
lack  of  uniformity  in  the  rules  governing  the  recording  of  the  entrance  and  clearance  statistics 
at  the  ports  of  different  countries.  The  present  diversity  in  the  methods  or  rules  governing 
the  records  of  vessel  movements  in  different  countries  is  indicated  by  the  following  statement 
taken  from  the  report  upon  Panama  Canal  Traffic  and  Tolls: 

i  51st  Cong.,  1st  sess.  (1890),  S.  Ex.  Doc.  232,  pt.  1,  pp.  412^502.  '  Ibid.,  p.  502. 


MEASUREMENT  OF  VESSELS  FOB  PANAMA  CANAL.  195 

The  methods  or  rules  followed  in  recording  entrances  and  clearances  in  the  various  nations  are  not  uniform.  The 
regulations  of  the  United  Kingdom  provide  that  vessels  bringing  cargo  from  more  than  one  foreign  port  are  to  be 
recorded  as  entering  from  the  first  port  at  which  cargo  for  the  United  Kingdom  was  embarked;  and  that  loaded  vessels 
departing  from  the  United  Kingdom  for  more  than  one  foreign  port  are  listed  as  clearing  for  the  last  port  to  which  their 
cargo  is  consigned.  Vessels  in  ballast  are  recorded  as  entering  from  the  last  foreign  port  at  which  they  touched  before 
reaching  the  United  Kingdom,  and  as  clearing  to  the  first  foreign  port  to  which  they  are  bound.  The  rules  of  France, 
Belgium,  Germany,  and  Austria  are  essentially  the  same  as  the  British.  The  Italian  regulations,  however,  provide 
that  when  vessels  with  cargoes  come  from  or  go  to  more  than  one  foreign  country,  each  country  is  credited  with  the 
tonnage. 

The  rules  in  force  in  the  United  States  state  that  "in  tabulating  clearances  to  foreign  ports,  the  tonnage  is  credited 
to  the  country  in  which  is  located  the  first  foreign  port  at  which  the  vessel  will  enter  for  discharge  of  cargo;  but  if  the 
bulk  of  the  cargo  is  to  be  discharged  at  some  other  foreign  port,  the  tonnage  will  be  credited  to  the  country  in  which 
that  port  is  located.  In  cases  of  entrances,  the  first  foreign  port  from  which  the  vessel  sailed  with  cargo  for  the  United 
States  is  that  to  which  the  entered  tonnage  will  be  credited."  The  American  rule  for  entrances  is  therefore  like  the 
rules  of  Great  Britain,  Germany,  Belgium,  France,  and  Austria,  but  the  American  rule  for  clearances  is  different.1 

THE    PRESENT    DIVERSITY    ON    NATIONAL    TONNAGE    MEASUREMENT    RULES. 

The  rejection,  in  1881,  by  the  British  Parliament  of  the  Board  of  Trade's  proposition 
of  substituting  the  Constantinople-Suez  tonnage  rules  for  those  of  the  Merchant  Shipping  Act  of 
1854  seems  to  have  convinced  the  commercial  nations  that  the  unification  of  tonnage  rules  on 
the  basis  of  those  adopted  at  Constantinople  was  for  the  time  being  impossible.  The  subject 
was  discussed  by  the  interested  officials  of  the  several  countries,  and,  as  has  been  pointed  out, 
several  countries,  in  order  to  put  their  shipping  on  an  equal  footing  with  that  of  Great  Britain 
as  regards  tonnage  taxes  and  port  charges,  adopted  the  British  rule  for  propelling-power 
deductions. 

In  his  report  for  1894  the  United  States  Commissioner  of  Navigation  states  that  "  a  proposi- 
tion for  an  international  conference  to  devise  an  international  scheme  of  uniform  measurement 
has  been  submitted  by  the  Belgian  Government,  but  the  project  has  not  been  considered 
practical."  Presumably,  the  proposition  of  the  Belgian  Government  was  submitted  to  all 
interested  countries,  but  it  is  evident  that  the  responses  received  by  the  Belgian  Government 
were  not  encouraging,  for  nothing  came  of  the  proposal. 

Although  several  countries  have  adopted  the  32  per  cent  rule  for  propelling-power  deduc- 
tions, and  although  some  countries  have  adopted  the  British  definition  of  "open"  and  "closed- 
in"  spaces  in  superstructures,  there  are,  as  has  been  shown  in  detail  in  Chapters  IV,  V,  IX, 
and  XI,  and  in  Appendix  VIII  of  this  report,  wide  variations  in  the  present  national  meas- 
urement rules.  The  rules  differ  in  many  details,  some  of  which  have  a  large  influence  upon 
tonnage. 

The  British  and  German  rules  correspond  more  closely  than  do  the  rules  of  other  countries. 
They  are,  indeed,  substantially  the  same,  as  interpreted  by  the  admeasurers  in  the  two  coun- 
tries; but  the  British  and  German  rules  and  practices  differ  from  those  prevailing  in  the  United 
States  and  at  the  Suez  Canal  (1)  in  the  treatment  of  superstructures  and  of  the  large  spaces  under 
the  so-called  shelter  deck,  and  (2)  in  the  deductions  for  engine  room  and  bunker  spaces — the 
American  rules  being  somewhat  unlike  those  of  Great  Britain  and  Germany,  while  the  Suez 
Canal  rules  are  radically  different. 

The  national  rules  of  the  United  States,  Great  Britain,  and  Germany  differ  from  the  Suez 
rules  in  the  treatment  of  (1)  crew  spaces,  (2)  accommodations  for  the  master,  clerk,  purser, 
and  doctor,  (3)  water-ballast  spaces,  (4)  boatswain's  storerooms,  (5)  the  sail  room  on  sailing 
vessels,  and  (6)  fight  and  air  and  funnel  spaces  above  the  engine  and  boiler  room. 

The  effects  which  these  differences  have  upon  gross  and  net  tonnage  are  illustrated  by 
Table  V,  Chapter  V,  page  83.  This  table  gives  the  gross  and  net  tonnage  of  eight  vessels  as 
measured  by  the  British,  American,  and  Suez  rules.  The  aggregate  net  tonnage  of  these 
vessels,  as  measured  by  the  British  rules,  is  36.2  per  cent  less  than  the  aggregate  gross  tonnage. 
As  measured  by  the  American  rules,  the  net  tonnage  is  33.3  per  cent  less  than  the  gross;  and, 
as  measured  by  the  Suez  rules,  the  net  tonnage  is  only  24.2  per  cent  less  than  the  gross.     The 

1  Report  upon  Panama  Canal  Traffic  and  Tolls,  by  E.  R.  Johnson,  Special  Commissioner  on  Panama  Canal  Traffic  and  Tolls,  pp.  21-22, 
Washington,  1912. 


196  MEASUBEMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

influence  of  national  rules  upon  vessel  tonnage  is  also  illustrated  by  Table  VII,  Chapter  V,  page 
85,  which  table  gives  the  aggregate  gross  and  net  tonnage  of  the  metal  steam  vessels  of  the 
merchant  marines  of  all  the  maritime  countries  of  the  world. 

The  percentage  deducted  from  gross  tonnage  in  the  determination  of  net  tonnage  ranges 
from  32  to  42  per  cent,  not  counting  the  unimportant  marines  of  Peru  and  Roumania,  in  which 
the  net  tonnage  is  48  and  47  per  cent,  respectively,  less  than  the  gross  tonnage.  It  is  interesting 
to  note  that  for  the  comparatively  large  merchant  marine  of  Holland,  32  per  cent  is  deducted  from 
gross  tonnage  to  determine  net  tonnage;  whereas  France,  close  to  Holland  on  the  south,  makes 
net  tonnage  42  per  cent  less  than  gross,  and  Denmark,  not  far  from  Holland  on  the  north, 
makes  net  tonnage  41  per  cent  less  than  the  gross.  Holland's  neighbor  on  the  east,  Germany, 
and  her  neighbor  across  the  English  Channel,  Great  Britain,  make  the  tonnage  39  per  cent 
less  than  the  gross.  It  will  be  understood  that  these  comparisons  of  gross  and  net  tonnage 
express  the  relationship  between  two  variables,  and  thus  do  not  fully  indicate  the  differences 
in  the  measurement  rules  of  the  several  countries.  The  variation  as  among  countries  is  both 
in  the  rules  concerning  gross  tonnage  and  in  the  rules  determining  net  tonnage. 

A    BASIS    FOR    INTERNATIONAL    TONNAGE    UNIFORMITY. 

The  first  two  steps  toward  the  attainment  of  international  uniformity  of  tonnage  rules  and 
practice  were  taken  when  the  maritime  nations  of  the  world  severally  adopted  the  Moorsom 
system  of  measuring  vessel  spaces  and  when  international  arrangements  and  agreements  were 
entered  into  providing  for  the  acceptance,  for  the  purpose  of  levying  shipping  charges  at  the 
ports  of  each  country,  of  the  tonnage  stated  in  the  certificates  of  vessels  of  foreign  registry. 
In  some  cases  these  international  arrangements  provide  for  such  alterations  in  the  registered 
tonnage  of  foreign  ships  as  may  be  necessary  to  make  the  tonnage  correspond  to  the  tonnage 
that  the  vessels  would  have  if  measured  by  the  rules  prevailing  in  the  country  imposing  the 
port  charges  upon  shipping;  but  vessels  entering  ports  are  seldom  measured,  as  a  whole,  by 
the  officials  imposing  light  dues  or  other  port  charges. 

The  failure  to  take  the  third  step  necessaiy  to  the  attainment  of  international  uniformity 
in  tonnage  practice — the  unification  of  measurement  rules — is  due  to  the  refusal  of  Great  Britain 
in  1874  and  in  1881  to  adopt  the  measurement  rules  formulated  by  the  International  Tonnage 
Commission  which  met  at  Constantinople  in  1873.  Great  Britain  has  insisted  upon  adhering 
to  the  policy  of  making  gross  tonnage  less  than  the  closed-in  capacity  of  vessels  and  net  tonnage 
less  than  the  space  or  capacity  available  for  passengers  and  cargo,  because,  her  subjects  having 
the  dominant  position  in  the  shipping  world,  the  British  Government  desired  to  give  the  vessels 
of  its  subjects  an  advantage  over  the  owners  of  shipping  under  the  flags  of  other  countries  as 
regards  charges  payable  at  the  ports  of  the  world.  Great  Britain's  insistance  upon  this  policy 
has  caused  other  nations  to  follow  her  lead  in  reducing  gross  and  net  tonnage,  but  the  result  has 
not  been  international  uniformity. 

Indeed,  international  uniformity  in  vessel  measurement  rules  can  be  brought  about  and 
maintained  only  by  the  adoption  by  the  commercial  countries  of  rules  based  upon  sound  prin- 
ciples. Rules  intended  to  make  net  tonnage  much  less  than  the  earning  capacity  of  vessels  will 
not  find  favor  with  all  countries,  nor  will  such  rules  be  acceptable  to  the  owners  of  the  Suez, 
the  Panama,  and  other  ocean-ship  canals  for  the  use  of  which  vessels  are  necessarily  charged  tolls. 

Sir  W.  H.  White,  of  Great  Britain,  a  marine  architect  of  high  standing,  has  stated  that 
"international  tonnage  has  many  obvious  advantages,  and  if  ever  a  universal  law  is  arranged 
by  maritime  nations,  it  will  probably  be  based  on  the  Suez  Canal  regulations. "  J  This  observa- 
tion is  undoubtedly  sound  in  the  sense  that  uniform  rules  for  all  countries  must  be  based  upon 
the  principles  that  underlie  the  Suez  Canal  regulations  and  which  are  made  the  basis  of  the 
Panama  measurement  rules.  It  is  certain  that  when  an  international  measurement  code  is 
formulated,  it  will  make  gross  tonnage  the  equivalent  of  the  closed-in  capacity  of  vessels,  and 
make  net  tonnage  closely  approximate  the  usable  capacity  of  vessels. 

The  Suez  rules  were  framed  by  an  international  commission  that  expected  its  rules  to  be 
adopted  by  the  commercial  countries  of  the  world.     The  commission  which  labored  at  Con- 

'  Naval  Architecture,  p.  56. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  197 

stantinople  sought  to  lay  the  foundation  for  the  unification  of  measurement  rules  and  practices. 
The  rules  framed  at  Constantinople  were  within  a  short  time  adopted  by  the  European  Com- 
mission of  the  Danube.  The  British  Board  of  Trade,  in  1874,  and  the  Board  of  Trade  and  the 
most  able  Royal  Commission  on  Tonnage,  in  1881,  strongly  urged  Parliament  to  adopt  the  Con- 
stantinople rules.  The  effort  of  the  Board  of  Trade  and  the  Royal  Commission  on  Tonnage 
failed  not  because  of  any  objection  urged  against  the  Suez  rules,  but  because  of  the  opposition 
of  shipowners  to  an  increase  in  net  tonnage.  The  Panama  rules  have  been  framed  with  a  view 
to  carrying  out  the  principles  that  were  adhered  to  by  the  International  Tonnage  Commission 
at  Constantinople  in  1873.  The  Suez  and  Panama  rules  differ  in  minor  details,  but  could  readily 
be  brought  into  harmony  wuth  each  other.  They  constitute  the  natural  basis  upon  which  to 
build  an  international  code  of  measurement  rules. 

A  large  share,  probably  the  major  portion,  of  the  vessels  engaged  in  over-sea  international 
trade  will  use  the  Suez  Canal  or  the  Panama  Canal,  or  both  of  them.  It  would  accordingly 
seem  that  the  opening  of  the  Panama  Canal  might  lead  to  the  early  remodeling  of  the  several 
national  measurement  rules  with  a  view  to  bringing  them  into  harmony  with  the  Suez  and 
Panama  rules — the  two  measurement  codes  that  are  based  upon  sound  principles. 

Doubtless  the  most  effective  method  of  inaugurating  a  movement  for  the  international 
unification  of  tonnage  rules  would  be  for  Great  Britain,  or  for  Great  Britain  and  the  United 
States  jointly,  to  call  a  conference  to  formulate  a  code  of  vessel  measurement  rules  to  be 
recommended  by  the  conference  for  adoption  by  the  commercial  nations  of  the  world.  The 
recommendations  of  an  international  conference  would  carry  much  more  weight,  and  would 
have  more  prospect  of  adoption,  than  would  the  proposal  of  any  one  Government. 


CHAPTER  XIII. 


COMPARISON  OF  THE  PANAMA  AND  SUEZ   MEASURE- 
MENT RULES. 


199 


CHAPTER  XIII. 


COMPARISON  OF  THE  PANAMA  AND  SUEZ  MEASUREMENT  RULES. 

INTRODUCTION. 

The  Panama  and  Suez  measurement  rules  are  based  upon  the  same  general  principles. 
Both  sets  of  rules  seek  to  include  in  gross  tonnage  the  entire  closed-in  capacity  of  vessels  and  to 
make  net  tonnage  the  approximate  equivalent  of  the  earning  capacity  of  vessels. 

The  two  sets  of  rules,  moreover,  correspond  closely  in  their  main  provisions,  although 
they  differ  in  detail.  The  variations  in  the  two  measurement  codes  are  due  chiefly  to  the  fact 
that  the  Panama  rules  were  drafted  40  years  after  the  Suez  rules  were  formulated.  During 
that  time  the  progress  in  ship  building  has  brought  about  great  changes  in  the  designs  of  ships, 
and  entirely  new  types  of  vessels  have  come  into  existence.  There  has  been  a  differentiation 
and  specialization  in  the  types  of  carriers  used  for  the  performance  of  ocean  transportation. 
Moreover,  the  navigation  laws  and  regulations  affecting  crew  spaces  and  other  maritime  mat- 
ters have  been  amended  from  time  to  time. 

The  Panama  rules,  naturally,  have  been  framed  with  present-day  ship-building  and  navi- 
gation practices  in  mind.  It  is  probable  that  if  the  Suez  rules  were  being  drafted  anew  to-day 
they  would  vary  in  numerous  details  from  the  provisions  of  the  rules  that  were  adopted  by 
the  International  Tonnage  Commission  which  met  at  Constantinople  in  1873.  To  some  extent 
the  Suez  rules  have  been  modified  and  supplemented  to  keep  them  abreast  of  ship  designs  and 
maritime  practice,  but,  as  the  rules  were  formulated  by  an  international  commission,  the  Suez 
Canal  Co.  has  no  authority  to  modify  the  rules  and  has  not  been  able  to  secure  many  changes 
in  the  rules  as  they  were  drafted  in  1S73. 

As  has  been  pointed  out  in  this  report,  the  several  national  rules  have  important  varia- 
tions and  they  differ  widely  from  the  Suez  rules.  The  provisions  of  the  British,  German, 
American,  and  Suez  rules  have  been  compared  in  detail  in  the  text  of  this  report,  and  in 
Appendix  VIII  of  the  report  there  is  a  comparative  analysis  of  the  French,  British,  and  German 
rules.  The  report,  moreover,  states  fully  the  reasons  why  it  was  thought  wise  to  base  the 
Panama  rules  upon  the  principles  that  underlie  those  of  the  Suez  Canal  Co.  and  to  make  the 
main  provisions  of  the  two  measurement  codes  as  nearly  alike  as  was  warranted  by  the 
changes  that  have  been  made  during  recent  decades  in  ship  designs,  navigation  laws,  and 
maritime  practice. 

The  Suez  rules  being  well  understood  by  vessel  owners  and  ship  builders  and  by  the 
measurement  officials  of  all  commercial  countries,  it  will  doubtless  contribute  to  a  more  ready 
understanding  of  the  Panama  rules  to  point  out  briefly  the  similarities  of  and  differences  in 
the  provisions  of  the  two  measurement  codes.  This  comparison  may  also  assist  those  who 
may  in  the  future  consider  the  possibility  of  amalgamating  the  two  codes  of  rules  with  a  view 
to  laying  the  foundation  of  the  international  unification  of  tonnage  and  vessel  measurement. 

SIMILARITIES    OF   THE    PANAMA    AND    SUEZ    RULES.    , 

The  similarity  of  the  Panama  and  Suez  rules  will  be  made  evident  by  a  brief  reference 
to  the  provisions  which  necessarily  constitute  the  main  elements  not  only  of  those  two  sets 
of  rules  but  of  all  vessel  measurement  codes,  the  provisions  as  to  the  system  of  measuring 
spaces  and  as  to  the  unit  adopted  for  expressing  the  tonnage,  the  provisions  regarding  gross 
and  net  tonnage,  the  definition  of  closed-in  spaces,  and  the  deduction  made  for  propelling 
machinery  and  fuel. 

61861°— 13 14  201 


202  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Vessel  spaces  are  measured  in  practically  all  countries  by  the  Moorsom  system,  and  the 
tonnage  of  vessels  is  everywhere  expressed  in  Moorsom  tons  of  100  cubic  feet.  The  Panama, 
the  Suez,  and  all  the  national  rules  are  practically  the  same  as  regards  the  system  of  measur- 
ing vessels  and  as  to  the  unit  employed  in  the  expression  of  tonnage.  The  Panama  rules 
provide  that  vessel  spaces  may  be  measured  either  by  the  Moorsom  system  as  contained  in  the 
rules  themselves  or  by  the  Moorsom  system  followed  by  the  officials  who  measure  vessels  in 
different  countries  for  national  registry,  provided  the  rules  of  the  foreign  country  whose 
officials  are  making  the  measurement  are  substantially  the  same  as  the  Moorsom  system  of 
measurement  as  set  forth  in  the  Panama  measurement  rules.  It  is  expected  that  the  tonnage  of 
vessel  spaces  measured  by  the  officials  of  foreign  countries  for  the  national  registry  of  vessels 
will  be  practically  the  same  as  the  tonnage  would  be  if  the  spaces  were  measured  by  the 
system  of  measurement  set  forth  in  the  Panama  rules. 

The  Suez  Canal  Co.'s  rules  embody  the  Moorsom  system  of  measurement,  but  do  not  spe- 
cificady  provide  for  accepting  the  tonnage  of  spaces  when  measured  by  the  Moorsom  system 
as  contained  in  the  national  measurement  codes.  It  is,  however,  the  practice  of  the  Suez 
Canal  Co.  to  accept  as  correct  the  tonnage  of  spaces  as  stated  in  the  certificates  of  national 
registry.  In  other  words,  the  Suez  Canal  Co.  does  not  require  the  admeasurers  of  Great  Britain, 
Germany,  and  other  countries  actually  to  measure  all  parts  of  a  vessel  before  issuing  a  Suez 
tonnage  certificate,  provided  the  vessel  has  previously  been  measured  in  accordance  with  the 
national  registry  rides.  The  requirement  of  the  Panama  and  Suez  rules  as  to  the  measurement 
of  spaces  included  in  gross  tonnage  will  thus  be  essentially  the  same  in  practice. 

It  being  the  aim  of  both  the  Suez  and  Panama  rules  to  include  in  gross  tonnage  the  entire 
closed-in  capacity  of  vessels,  the  sole  criterion  to  be  applied  in  deciding  whether  particular 
spaces,  other  than  double-bottom  compartments,  shall  be  measured  in,  or  exempted  from, 
gross  tonnage,  is  whether  the  spaces  are,  or  are  not,  closed-in.  No  spaces,  other  than  those  in 
the  double-bottom,  are  to  be  exempted  from  measurement  because  of  the  use  to  which  they 
are  put.  Strict  adherence  to  this  principle  gives  a  definite  meaning  to  gross  tonnage  as  deter- 
mined by  each  of  the  two  sets  of  rules. 

The  provisions  of  the  Panama  and  Suez  rules  concerning  deductions  from  gross  tonnage 
to  determine  net  tonnage  are  intended  to  make  net  tonnage  the  closest  practicable  equivalent 
of  actual  earning  capacity.  Vessels  being  of  many  types,  the  spaces  required  for  crew,  navi- 
gation, and  power  purposes  vary  greatly  and  the  spaces  deducted  are  much  larger  for  some 
vessels  than  for  others.  It  is,  accordingly,  hardly  to  be  expected  that  the  deductions  provided 
for  by  the  Panama  rules  drafted  in  1913  will  be  exactly  identical  with  the  deductions  provided 
for  in  the  rules  framed  in  1873  (although  the  rules  of  1873  have  been  subsequently  modified 
to  some  extent) ;  but  the  general  adherence,  in  the  provisions  of  both  sets  of  rules,  to  the  princi- 
ple that  deductions  shall  be  limited  to  spaces  not  available  for  the  accommodation  of  passengers 
or  the  stowage  of  cargo,  results  in  nearly  the  same  deduction  in  both  the  Panama  and  Suez  rides. 
The  differences  in  the  deductions  actually  made  by  the  rules  will  be  pointed  out  in  a  later 
connection. 

Both  the  Panama  and  Suez  rules  so  define  "permanently  covered  and  closed-in  spaces" 
as  to  include  therein  all  spaces  that  are  so  inclosed  as  to  make  them  available  for  the  accom- 
modation of  dry  cargo,  stores,  crew,  or  passengers.  Both  sets  of  rides  provide  that  spaces 
under  a  deck  with  an  opening  that  can  be  closed-in  after  the  ship  has  been  measured  so  that 
the  space  under  the  deck  will  be  thereby  better  fitted  for  the  transport  of  goods  or  passengers 
shall  be  considered  as  closed  in.  Thus  a  "tonnage  opening"  that  can  be  closed  when  the  vessel 
is  at  sea,  but  which,  tinder  the  British  and  German  rules,  would  entitle  the  space  between  the 
deck  with  the  "tonnage  opening"  and  the  deck  next  below  to  exemption  is  not  recognized  by 
the  Panama  and  Suez  rules  as  an  opening  which  makes  the  between-deck  space  "open."  The 
Panama  and  Suez  rules  seek  by  careful  definition  to  prevent  spaces  usable  for  cargo  or  pas- 
sengers in  superstructures  or  under  a  deck  with  a  "tonnage  opening"  from  being  exempted 
from  gross  and  net  tonnage.     The  two  sets  of  rules  further  agree  in  stipulating  that  the  use  of 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  203 

any  exempted  space  for  passenger  accommodations  or  for  carrying  stores,  fuel,  or  cargo  requir- 
ing protection  from  the  sea  shall  cause  the  exempted  space  to  be  permanently  added  to  gross 
and  net  tonnage. 

Both  the  Panama  and  Suez  measurement  codes  provide  that  the  Danube  ride  shall  be  fol- 
lowed in  deducting  the  spaces  occupied  by  propelling  machinery  and  fuel  on  vessels  without 
fixed  bunkers  or  fuel  spaces,  and  both  rules  give  the  owners  of  vessels  with  fixed  bunkers  or  fuel 
spaces  the  option  of  having  propelling-power  deductions  made  by  the  Danube  ride  or  by  the 
actual  measurement  of  the  spaces  occupied  by  propelling  machinery  and  fuel.  The  Danube  rule 
gives  a  fair  average  deduction  for  propelling  power  spaces  and  would  doubtless  be  the  rule  fol- 
lowed at  the  present  time  in  most  countries  of  the  world  had  not  the  efforts  of  the  British 
Board  of  Trade  to  secure  its  adoption  in  Great  Britain,  in  1874,  and,  in  1881,  been  prevented 
by  ship  owners  opposed  to  having  the  net  tonnage  of  their  vessels  made  equal  to  the  real  earn- 
ing capacity  of  their  ships. 

The  Danube  rule  as  embodied  in  the  Panama  measurement  code  is  slightly  different  from 
its  statement  in  the  Suez  regulations.  The  Panama  rules  include  in  the  engine  room  light  and 
air  spaces  and  spaces  framed  in  around  the  funnels  up  to  the  covering  of  the  first  tier  of  side-to- 
side  erections  on  the  uppermost  full-length  closed-in  deck.  All  light  and  air  and  funnel  spaces 
above  that  are  always  exempted  from  measurement  by  the  Panama  rules.  Since  1904  the  Suez 
rules  have  permitted  the  exemption  of  light  and  air  and  funnel  spaces  above  the  uppermost 
full-length  closed-in  deck,  and  in  addition  they  have  permitted  the  exemption,  in  the  first  tier 
of  superstructures,  of  the  entire  spaces  on  both  sides  of  the  light  and  air  casings  and  smoke 
funnels.  Since  19X34  the  Suez  rules  have  permitted  the  inclusion  within  the  engine  room  of  light 
and  air  and  funnel  spaces  above  the  uppermost  full-length  closed-in  deck,  provided  the  owner 
of  the  vessel  elects  to  have  the  light  and  air  and  funnel  spaces  above  that  deck  included  in  the 
engine  room,  and  provided,  further,  that  the  owner  of  the  vessel  agrees  to  forego  the  exemption 
from  measurement  of  certain  above-deck  spaces  which  would  otherwise  be  excluded  from 
tonnage.  This  provision  of  the  Suez  rules  is  complicated.  The  Panama  rules  permit  no 
manipulation  of  light  and  air  and  funnel  spaces.  It  is  probable  that  the  tonnage  resulting 
from  the  application  of  the  Panama  and  Suez  rules  to  propelling-power  deductions  will  not  be 
very  widely  different,  but  the  Panama  rules  have  the  merit  of  offering  no  opportunity  for 
securing  special  favors  by  manipulation  of  the  measurement  rules. 

DIFFERENCES    IN    THE    PANAMA    AND    SUEZ    RULES. 

The  detailed  provisions  by  which  the  Panama  and  Suez  rules  carry  out  their  common  princi- 
ples vary  in  several  particulars.  The  Suez  rules  differ  from  the  Panama  rules  by  including  in  net 
tonnage  certain  spaces  of  minor  importance  that  are  not  avadable  for  the  carriage  of  cargo  or 
passengers.  The  Suez  rules  also  exempt  from  measurement  some  relatively  small  spaces  that 
are  available  for  passengers  or  cargo;  and  the  Suez  rules,  moreover,  contain  an  indefensible 
limitation  upon  the  deductions  allowed  for  navigation  spaces  and  for  spaces  occupied  by  the  crew. 

The  differences  in  the  Panama  and  Suez  rules  as  applied  to  vessels  of  commerce  may  be 
stated  by  considering,  first,  spaces  included  in  gross  tonnage,  and  second,  spaces  deducted  from 
gross,  to  determine  net,  tonnage. 

I.  In  the  following  particulars  the  Suez  and  Panama  rules  differ  as  to  the  treatment  of 
spaces  to  be  included  in  gross  tonnage: 

(a)  The  Suez  rules  include  definitions  both  of  closed-in  spaces  and  of  open  spaces.  This 
gives  shipowners  an  opportunity  to  quibble  with  admeasurers  over  the  application  of  the 
definitions  to  particular  spaces.  The  Panama  rules  seek  to  avoid  this  by  defining  only  closed-in 
spaces,  by  enumerating  certain  spaces  that  shall  be  exempted  from  measurement,  and  by 
stipulating  that  all  other  closed-in  spaces  shall  be  included  in  the  measurement  and  tonnage. 

(6)  The  Panama  rules  make  definite  provision  for  the  measurement  or  exemption  of 
numerous  vessel  spaces  not  mentioned  in  the  Suez  rules — trunks,  turrets,  double-bottom  com- 
partments, skylights  and  domes,  hatchways,  companion  houses  and  ways,  and  passages  and 
passageways.     With  the  exception  of  double-bottom  compartments,  these  spaces  are  measured 


204  MEASUREMENT  OF  VESSELS  FOB  PANAMA  CANAL. 

under  the  Suez  rules,  the  spaces  being  considered  to  be  covered  by  the  general  provisions  of  the 
rules.  The  Suez  rules,  as  interpreted  for  the  company,  exempt  all  double-bottom  spaces  from 
measurement,1  while  the  Panama  rules  include  in  the  measurement  such  double-bottom  spaces 
as  are  used  to  store  reserve  or  feed  water,  and  such  as  are  available  for  the  stowage  of  fuel  oil 
or  cargo  or  stores.  When  double-bottom  spaces  are  used  to  carry  feed  water  or  to  store  fuel 
oil,  they  constitute  a  part  of  the  usable  capacity  of  the  ship,  and  should  logically  be  included  in 
gross  tonnage. 

(c)  In  the  case  of  some  spaces  within  superstructures  and  under  decks  with  "tonnage 
openings,"  exclusion  from  measurement  under  the  Suez  rules,  as  amended  by  a  memorandum 
issued  in  1904,  is  made  to  depend  upon  whether  the  spaces  in  question  are  closed-in  or  open 
under  the  measurement  rules  of  the  country  of  the  ship's  registry.  The  memorandum  of  1904 
(see  Appendix  XIII)  divides  such  spaces  into  three  categories:  (1)  spaces  closed-in  under  national 
rules,  (2)  spaces  open  according  to  the  Suez  rules  and  the  national  rules,  and  (3)  spaces  open  by 
the  national  rules,  but  closed-in  according  to  the  Suez  rules.  By  the  memorandum  of  1904,  the 
Suez  rules  include  within  measurement  and  tonnage  all  spaces  (category  1)  considered  as  closed- 
in  by  the  national  rales  of  the  country  of  the  ship's  registry;  and  the  memorandum  further  pro- 
vides that  spaces  open  under  the  national  rules  and  closed-in  under  the  Suez  rules  (category  3) 
shall  receive  such  treatment  as  to  measurement  and  exemption  as  is  provided  for  by  the  memo- 
randum. The  exemptions  thus  given  vessels  of  the  third  category  are  those  granted  by  the 
Panama  rules  to  superstructures  and  "shelter  deck  "  spaces  generally,  with  the  additional  pro- 
vision that  the  Suez  rules,  under  the  1904  memorandum,  exempt  from  measurement  spaces 
within  a  closed-in  poop  up  to  one-tenth  of  the  length  of  the  vessel,  and  spaces  within  a  closed-in 
forecastle  up  to  one-eighth  of  the  length  of  the  ship.  As  is  explained  above,  the  Suez  and 
Panama  rules  do  not  accord  quite  the  same  treatment  to  light  and  air  spaces  and  to  spaces  framed 
in  around  the  funnels,  nor  to  the  spaces,  in  the  first  tier  of  superstructures,  which  are  located 
on  either  side  of  such  fight  and  air  casings  and  smoke  funnels. 

The  Suez  rules  really  divide  vessels  into  two  classes: 

One  class  includes  vessels  having  spaces  open  under  the  national  rules  of  the  ship's  registry, 
but  closed-in  under  the  original  Suez  rules,  the  treatment  of  superstructure  and  "shelter  deck" 
spaces  in  such  vessels  being  governed  by  the  provisions  of  the  memorandum  of  1904.  The 
other  class  of  ships — vessels  not  having  spaces  open  under  the  national  rules  of  the  ship's 
registry  and  closed-in  under  the  Suez  rules— come  under  the  provisions  of  the  original  rules  of 
1873.  Those  rules  provided  for  fewer  exemptions  than  are  allowed  by  the  Panama  rules. 
Thus  vessels  coming  under  the  first  of  these  two  classes  are  granted  more  exemptions  for  super- 
structures and  "shelter  deck"  spaces  than  the  Panama  rules  allow,  while  the  ships  of  the  second 
class  are  given  smaller  exemptions  for  such  spaces  by  the  Suez  rules  than  by  the  Panama 
measurement  code. 

The  Panama  rules,  in  a  word,  apply  the  same  provisions  as  to  the  exemption  of  spaces  in 
superstructures  and  under  "shelter  decks"  to  all  classes  of  ships,  and  the  exemptions  granted 
are  those  allowed  by  the  Suez  memorandum  of  1904,  with  the  exception  that  the  Panama  rules 
do  not  exempt  the  space  within  a  closed-in  poop  up  to  one-tenth  of  the  length  of  the  vessel 
nor  the  space  within  a  closed-in  forecastle  up  to  one-eighth  of  the  length  of  the  ship,  and  with 
the  further  exception  that  light  and  air  and  funnel  spaces  are  not  given  exactly  the  same  treat- 
ment by  the  two  sets  of  rules.  The  treatment  of  superstructures  and  "shelter  deck"  spaces 
under  the  Suez  rules  seems  unnecessarily  complicated,  and  it  is  believed  that  the  Panama  rules 
treat  such  spaces  in  a  simpler  and  more  logical  manner. 

(d)  As  stated  above,  the  Suez  rules  as  interpreted  for  the  company,  exempt  all  double-bottom 
compartments  from  measurement,  while  the  Panama  rules  exempt  such  spaces  only  when 
they  can  be  used,  or  are  used,  solely  for  water  ballast.  The  Panama  rules  require  the  measure- 
ment of  double-bottom  spaces  that  are  used  to  store  feed  water  and  such  double-bottom  com- 
partments as  are  fitted  for  the  stowage  of  fuel  oil  or  stores  or  cargo.     By  exempting  all  double- 

1  Consult  Appendix  XVII,  pp.  452  and  460.  The  interpretation  of  the  rules  in  practice  does  not  agree  with  the  general  instructions  to  ad- 
measurers  issued  by  the  British  Board  of  Trade  (see  Appendix  XIV,  p.  419)  and  by  the  Bureau  of  Construction  and  Repair  of  the  United 
States  Department  of  the  Navy.    (See  Appendix  XVII,  p.  443.) 


MEASUREMENT  OF  VESSELS  FOB  PANAMA  CANAL.  205 

bottom  compartments  from  measurement  the  Suez  rules  may  result  in  an  understatement  of 
the  closed-in  capacity  and  the  gross  tonnage  of  vessels. 

II.  The  Suez  rules  exempt  from  measurement  and  from  the  payment  of  tolls  the  spaces 
occupied  by  deck  loads,  while  the  Panama  rules  require  the  measurement  of  such  spaces  and  the 
addition  of  the  tonnage,  of  such  spaces  to  the  net  tonnage  upon  which  tolls  and  other  canal 
charges  based  upon  tonnage  are  imposed.  The  spaces  occupied  by  deck  loads  unquestionably 
constitute  a  part  of  the  capacity  of  the  vessel  used  for  cargo  and  should  be  included  in  the 
tonnage  upon  which  charges  are  levied. 

III.  The  Suez  and  Panama  rules  differ  in  the  following  particulars  as  regards  deductions 
from  gross  tonnage: 

(a)  The  Suez  rules  limit  the  total  deductions  other  than  for  propelling  power — the  deduc- 
tions for  crew  and  navigation  spaces — to  5  per  cent  of  the  vessel's  gross  tonnage,  while  the  Panama 
rules  contain  no  such  limitation  upon  deductions  for  crew  and  navigation  spaces.  The  Panama 
rules  enumerate  all  the  spaces  regularly  required  for  the  accommodation  of  the  crew  and  for 
the  navigation  of  the  ship,  and  provisions  for  the  deduction  of  each  of  the  spaces  are  limited 
only  by  the  requirement  that  "each  of  the  spaces  *  *  *  unless  otherwise  specifically 
stated  shall  be  subject  to  such  requirements  as  to  marking  or  designation,  size,  and  use  or 
purpose  as  are  contained  in  the  navigation  or  registry  laws  of  the  several  countries,  but  no 
space  shall  be  deducted  unless  the  use  to  which  it  is  to  be  exclusively  devoted  has  been  appro- 
priately designated  by  official  marking."  The  Panama  rules  encourage  vessel  owners  to  set 
aside  liberal  spaces  for  crew  and  navigation  purposes.  The  5  per  cent  limitation  was  doubtless 
without  objection  in  1873,  but  it  is  no  longer  defensible. 

(6)  The  details  as  to  which  the  Panama  and  Suez  rules  differ  regarding  deductions  from 
gross  tonnage  may  be  enumerated  as  follows: 

(1)  The  Suez  rules  deduct  the  spaces  occupied  by  the  anchor  gear,  steering  gear,  and 
capstan,  the  wheelhouse,  the  chart,  lookout,  and  signal  houses,  when  such  spaces  are  located 
above  deck,  while  the  Panama  rules  provide  for  their  deduction,  whether  located  above  or 
below  deck. 

(2)  The  Suez  rules  make  no  provision  for  the  deduction  of  the  spaces  set  aside  for  storing 
of  sails,  while  the  Panama  rules  allow  a  deduction  for  sail-room  spaces  up  to  2\  per  cent  of  the 
gross  tonnage  of  the  vessel  exclusive  of  the  sail  room.  It  is,  however,  not  probable  that  any 
vessels  propelled  entirely  by  sails  will  use  either  the  Panama  or  Suez  Canal. 

(3)  The  Suez  rules  include  in  net  tonnage  the  room  or  rooms  devoted  to  boatswain's  stores, 
while  the  Panama  rules  deduct  such  spaces  with  a  limitation  as  to  the  total  space  to  be 
deducted  for  such  stores. 

(4)  Neither  the  Panama  nor  the  Suez  rules  deduct  the  space  occupied  by  the  donkey 
engine  and  boiler  when  the  donkey  engine  is  used  to  hoist  cargo;  the  Suez  rules  differ  from 
the  Panama  rules  in  not  deducting  from  gross  tonnage  the  spaces  occupied  by  the  donkey 
engine  and  boiler  when  located  below  decks  and  connected  with  the  main  pumps  of  the  ship. 

(5)  Passageways,  under  the  Suez  rules,  are  deducted  only  when  fitted  with  lockers,  ham- 
mocks, etc.,  for  the  use  of  the  officers  or  crew,  and  when  the  passageways  serve  exclusively 
the  quarters  of  officers  or  crew.  The  Panama  rules  provide  for  the  deduction  of  passageways 
when  they  serve  deducted  spaces  exclusively  for  the  use  of  officers  and  crew. 

(6)  The  Suez  rules  do  not  deduct  the  spaces  occupied  by  the  cabin  of  the  ship's  master. 
Moreover,  the  Suez  rules  deduct  the  cabin  of  the  ship's  doctor  only  when  occupied  by  the 
doctor.     The  Panama  rules  regularly  deduct  the  cabins  set  aside  for  the  captain  and  doctor. 

(7)  The  Suez  rules  include  in  net  tonnage  peak,  side,  and  deep  tanks  when  set  aside  for 
water  ballast,  while  the  Panama  rules  deduct  all  spaces  available  only  for  water  ballast. 


206  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

(c)  Though  the  Suez  rules  penalize  the  commercial  use  of  exempted  spaces,  they  contain 
no  penalty  against  such  use  of  deducted  spaces.  The  Panama  rules  specify  that  if  any 
deducted  spaces,  other  than  fuel  spaces  deducted  under  the  Danube  rule,  are  used  to  stow 
cargo,  or  stores  other  than  boatswain's  stores  or  to  accommodate  passengers,  the  spaces  shall 
be  added  to  and  become  a  permanent  part  of  the  vessel's  net  tonnage.  However,  the  practice 
of  the  Suez  Canal  Co.  is  to  add  to  the  net  tonnage  any  deducted  spaces  that  may  be  used. 
(Article  XV.) 

IV.  The  Suez  regulations  apply  the  same  measurement  rules  to  warships  and  to  vessels 
of  commerce.  The  Suez  tolls  payable  by  warships  are  levied  upon  their  net  tonnage.  The 
Panama  rules  do  not  require  the  measurement  of  vessels  of  war  other  than  Army  and  Navy 
transports,  colliers,  supply  ships,  and  hospital  ships.  The  warship  used  for  fighting  purposes 
can  have  no  real  net  tonnage.  Its  size  is  always  indicated  by  its  weight  or  displacement  ton- 
nage. There  seems  no  adequate  reason  for  requiring  the  measurement  of  warships  other  than 
Army  and  Navy  transports,  colliers,  supply  ships,  and  hospital  ships.  Tolls  upon  warships 
should  be  levied  upon  their  displacement  tonnage. 

The  detailed  enumeration  of  the  differences  in  the  Panama  and  Suez  measurement  rules 
makes  the  dissimilarities  seem  more  important  than  they  are  in  reality.  Both  sets  of  rules  are 
based  upon  the  same  principles,  both  seek  to  make  gross  tonnage  the  expression  of  closed-in 
capacity,  and  both  make  the  principal  deduction  from  gross  tonnage — that  for  propelling 
machinery  and  fuel — by  the  same  rule.  The  variations  of  the  Panama  rules  from  the  rules  of 
the  Suez  Canal  Co.  are,  moreover,  to  some  extent  due  to  making  the  Panama  rules  more 
specific  by  applying  them  to  particular  spaces  which  the  International  Tonnage  Commission 
of  1873  did  not  think  necessary  to  enumerate.  To  some  extent  the  differences  in  the  two 
sets  of  rules  offset  each  other. 


CHAPTER   XIV. 


MAIN    FEATURES    OF    THE    PANAMA 
MEASUREMENT  RULES. 


207 


CHAPTER  XIV. 


MAIN  FEATURES  OF  THE    PANAMA  CANAL  MEASUREMENT  RULES. 

VESSELS    TO    WHICH    THE    RULES    APPLY. 

The  rates  of  tolls  payable  by  vessels  for  the  use  of  the  Panama  Canal  were  fixed  by  the 
proclamation  issued  by  the  President  of  the  United  States,  November  13,  1912.  This  proclama- 
tion directed  the  Secretary  of  War  to  prescribe  rules  for  the  measurement  of  vessels  to  determine 
the  tonnage  upon  which  the  tolls  shall  be  paid.  The  proclamation  divided  vessels  into  two 
classes,  (1)  merchant  vessels,  with  which  were  associated  Army  and  Navy  transports,  colliers, 
hospital  ships,  and  supply  ships,  and  (2)  warships  other  than  Army  and  Navy  transports,  colliers, 
hospital  ships,  and  supply  sliips.  The  tolls  payable  by  vessels  of  the  first  class  were  fixed  at 
$1.20  per  net  ton — each  100  cubic  feet  of  actual  earning  capacity.  Vessels  without  cargo  or 
passengers  are  allowed  a  reduction  of  40  per  cent  in  the  rate  of  tolls.  The  charges  upon 
warships  were  made  50  cents  per  displacement  ton. 

The  rules  are  framed  with  a  view  to  carrying  out  the  President's  proclamation.  They  provide 
for  the  determination  of  the  gross  and  net  tonnage  of  merchant  vessels  and  other  ships  of  the 
first  class  above  enumerated,  and  they  define  and  provide  for  the  determination  of  the  displace- 
ment tonnage  upon  which  the  tolls  payable  by  warships  are  to  be  levied. 

Article  I  requires  all  merchant  vessels,  whether  American  or  foreign,  and  all  Army  and  Navy 
transports,  colliers,  hospital  ships,  and  supply  ships  to  provide  themselves  with  duly  authenti- 
cated certificates  stating  their  gross  and  net  tonnage  as  determined  by  the  Panama  measurement 
rules,  and  requires  all  warships,  American  and  foreign,  upon  applying  for  passage  tlirough  the 
canal,  to  present  duly  authenticated  displacement  scale  and  curves,  stating  accurately  the  ton- 
nage of  displacement  at  each  possible  mean  draft. 

Among  the  vessels  included  in  the  first  class  are  supply  sliips  which  are  defined  by  Article  I  of 
the  rules  to  include  Army  and  Navy  ammunition,  refrigerator,  and  distilling  sliips,  as  well  as 
Army  and  Navy  vessels  used  to  transport  Army  and  Navy  supplies.  Colliers  are  denned  to 
include  vessels  used  to  transport  coal  or  fuel  oil.  The  warships  to  which  the  Panama  rules 
apply  are  defined  by  Article  XX  to  inelude  vessels  of  war,  other  than  Army  and  Navy  trans- 
ports, colliers,  hospital  ships,  and  supply  sliips.  Before  a  warship  is  allowed  to  pass  through 
the  canal,  its  commander  must  show  that  the  vessel  is  of  Government  ownership  and  is  being 
employed  for  military  or  naval  purposes. 

PRINCIPLES    UPON    WHICH    THE    RULES    ARE    BASED. 

The  Panama  rules  for  the  determination  of  the  tonnage  of  merchant  vessels  are  based  upon 
two  general  principles — that  gross  tonnage  shall  be  the  exact  expression  of  the  closed-in  capacity  of 
vessels  and  that  net  tonnage  shall  be  the  equivalent  of  the  space  available  for  the  accommodation 
of  passengers  and  the  stowage  of  cargo  and  stores ;  i.  e.,  the  actual  earning  capacity  of  vessels.  To 
carry  out  these  two  principles,  the  rules  state  (Art.  II)  that  the  gross  tonnage  shall  include  the 
total  capacity  of  vessels,  by  which  is  meant  the  exact  cubical  contents  of  all  spaces  below  the 
upper  deck  and  of  all  permanently  covered  and  closed-in  spaces  on  or  above  that  deck.  The 
rules  further  stipulate  that  gross  tonnage  shall  include  not  only  all  permanently  covered  and 
closed-in  spaces  which  are  or  may  be  used  for  stowing  cargo  and  stores  or  for  providing  shelter 
and  other  comfort  for  passengers  or  crew,  but  also  such  spaces  as  are  used  or  are  intended  to  be 
used  hi  navigating  and  serving  the  vessel.  To  make  this  definition  of  gross  tonnage  effective,  the 
rules  stipulate  that  only  such  spaces  as  are  enumerated  in  the  rules  shall  be  exempted  from 
measurement  and  that  all  other  spaces  shall  be  considered  as  closed-in  and  shall  be  included  in 
gross  tonnage. 

To  carry  out  the  principle  that  net  tonnage  shall  approximate  as  closely  as  possible  the 
actual  earning  capacity  of  vessels  for  passengers  and  freight,  the  rules  provide,  first,  that  gross 
tonnage  shall  include  the  entire  closed-in  capacity  of  vessels;  and,  second,  that  certain  enumer- 
ated spaces,  and  only  such  spaces  as  are  listed  in  the  rules,  shall  be  deducted  from  gross  tonnage 
to  determine  net  tonnage. 

209 


210  MEASUREMENT  OF  VESSELS  FOE  PANAMA   CANAL. 

SPACES    EXEMPTED    FROM,    AND    INCLUDED    IN,    MEASUREMENT. 

The  experience  of  the  vessel  measurement  authorities  of  the  leading  commercial  countries 
and  of  the  Suez  Canal  Co.  shows  that  it  is  difficult  so  to  define  "  closed-in  spaces  "  as  definitely  to 
determine  what  portions  of  vessels  shall  be  measured  and  what  parts  may  be  exempted  from 
measurement;  but,  upon  the  successful  determination  of  what  spaces  shall  be  measured  and 
included  in  gross  tonnage,  depends  the  accuracy  and  fairness  of  rules  for  ascertaining  net  tonnage 
whether  for  purposes  of  national  registry  or  for  levying  tolls  or  other  charges  upon  shipping. 

The  spaces  most  difficult  to  define  as  "open"  or  "closed-in"  are  (1)  those  in  superstructures 
on  or  above  the  uppermost  full-length  deck,  and  (2)  spaces  between  the  uppermost  full-length 
deck  and  the  deck  below  it,  when  the  uppermost  deck  has  a  "tonnage  opening"  that  makes  it  a 
"shelter  deck."  The  Panama  rules  seek  to  give  admeasurers  specific  guidance  regarding  the 
measurement  or  exemption  of  these  and  all  other  vessel  spaces,  both  by  defining  "closed-in 
spaces  "  and  by  stating  what  spaces  may  be  exempted.  Exemption  from  measurement  is  lim- 
ited to  the  spaces  designated  in  the  rules. 

Permanently  covered  and  closed-in  spaces  on  or  above  the  upper  deck  are  defined  by  the 
rules  to  be  spaces  which  are  separated  off  by  decks  or  coverings  or  fixed  partitions  and  which 
add  to  the  capacity  that  is  or  may  be  used  for  the  stowage  of  cargo  and  for  the  berthing  and 
accommodation  of  the  passengers,  the  officers,  or  the  crew.  In  order  to  answer  particular  ques- 
tions that  have  arisen  in  the  measurement  of  vessels,  the  rules  provide  that  spaces  shall  not  be 
exempted  from  measurement  because  of  a  break  in  a  deck  nor  because  of  any  opening  or  open- 
ings in  a  deck  or  in  the  covering  of  a  space  or  in  the  partitions  or  walls  of  a  space  nor  because 
of  the  absence  of  a  partition  when  the  opening  or  openings  in  the  deck,  partition,  or  side 
wall  can  be  closed  in,  or  if  the  absent  partition  can  be  put  in  place  and  the  spaces  be  thereby 
better  fitted  for  the  transport  of  goods  or  passengers  after  the  spaces  have  been  measured  and 
the  tonnage  has  been  determined.  The  rules  also  stipulate  that  the  spaces  that  shall  be  con- 
sidered as  "  permanently  closed-in  "  shall  be  determined  solely  by  the  provisions  contained  in 
the  Panama  rules  and  not  by  any  definitions  or  provisions  in  any  other  measurement  rules. 

Spaces  on  or  above  the  uppermost  full-length  deck  entitled  under  the  rules  to  exemption 
from  measurement  are  enumerated  in  Article  IV,  section  1.  This  section  provides  that  spaces 
under  decks  or  coverings  without  side  walls,  i.  e.,  decks  having  no  other  connection  with  the  body 
of  the  ship  than  the  props  necessary  for  their  support,  are  spaces  permanently  exposed  to  the 
weather  and  the  sea  and  are  not  to  be  included  in  gross  tonnage.  The  spaces  within  all  perma- 
nent superstructures — poops,  forecastles,  bridges,  and  other  erections — that  are  to  be  considered 
"open "  are  defined  with  special  care  in  Article  IV,  section  1,  paragraphs  b  and  c;  and,  in  order  to 
make  the  definitions  there  given  as  exact  and  specific  as  possible,  the  spaces  referred  to  are 
illustrated  by  accompanying  figures,  1  to  10. 

Certain  carefully  designated  spaces  opposite  end  openings  of  superstructures  are  exempted 
from  measurement  when  the  openings  are  not  provided  with  means  of  closing  and  when  the  space 
opposite  the  openings  can  not  be  used  to  shelter  other  merchandise  than  cargo  or  stores  that  do 
not  require  protection  from  the  sea.  Spaces  between  (i.  e.  "  in  way  of")  two  opposite  openings 
in  the  side  walls  of  superstructures  may  be  exempted  from  measurement  when  the  openings  are 
at  least  3  feet  in  height  and  are  not  provided  with  means  of  closing. 

The  Panama  rules  do  not  exempt  from  measurement  the  between-deck  space  under  an  upper- 
most full-length  deck  having  a  "tonnage  opening"  such  as  would,  under  the  measurement  rules 
of  Great  Britain  and  Germany,  entitle  the  space  between  such  a  so-called  "shelter  deck"  and 
the  deck  next  below  it  to  exemption  from  measurement.  The  openings  in  the  so-called  "  shelter 
deck"  and  in  the  bulkheads  subdividing  the  spaces  between  that  and  the  next  lower  deck — 
openings  which  under  the  British  and  German  tonnage  laws  and  regulations  entitle  the  entire 
between-deck  space  immediately  under  the  "shelter  deck"  to  exemption  from  measurement — do 
not  in  actual  shipping  practice  prevent  the  use  of  the  space  for  stowing  dry  cargo.  The  spaces 
under  the  "shelter  deck"  are,  in  fact,  protected  from  the  sea.  They  are  hi  reality  closed-in, 
and  constitute  a  part  of  the  earning  capacity  of  the  vessel. 

It  was  the  practice  of  the  British  Board  of  Trade,  prior  to  the  decision  of  the  House  of 
Lords  in  the  "Bear"  case,  in  1875,  to  include  "shelter  deck  spaces"  in  gross  and  net  tonnage, 
and  American  admeasurers  now  measure  and  include  in  tonnage  such  spaces  when  they  can  be 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  211 

used  to  stow  dry  cargo.     The  present  customs  regulations  of  the  United  States  which  control 
the  action  of  American  admeasurers  state  that : 

Whether  for  the  purpose  of  measurement  a  deck  is  to  be  regarded  as  an  upper  deck  or  as  the  shelter  to  an  upper 
deck  is  to  be  determined  in  each  instance  both  by  the  character  and  structural  conditions  of  the  erection,  and  by  the 
purpose  to  which  the  between-deck  is  devoted.  *  *  *  If  the  deck  is  a  continuous  deck,  fastened  down  and  water- 
tight, sealing  up  the  cylinder  formed  between  the  two  decks  and  making  it  a  fit  place  for  the  stowage  of  cargo,  like  a 
hold,  the  deck  is  to  be  treated  as  an  upper  deck  and  the  space  between  it  and  the  deck  below  is  to  be  measured. 

If,  however,  the  cylinder  is  open  to  the  shipment  of  seas,  and  the  space  is  not  reasonably  fit  for  the  carrying  of  dry 
cargo,  but  is  used  only  for  cargo  generally  classed  as  deck  cargo,  such  as  cattle,  horses,  chemicals,  oil  in  barrels,  etc., 
then,  usually,  the  deck  is  to  be  regarded  as  a  shelter  deck,  and  the  space  as  "sheltered  space  above  the  upper  deck 
which  is  under  cover  and  open  to  the  weather;  that  is,  not  inclosed,"  and  not  to  be  included  in  the  recorded  tonnage. 

The  Panama  rules  exempt  from  measurement  only  those  spaces  under  a  deck  with  a 
"tonnage  opening"  that  are  between  nonclosable  openings  opposite  each  other  in  the  side 
walls  of  the  ship.  If  the  openings  in  the  side  walls  of  the  ship  are  provided  with  means  of 
closing,  no  portion  of  the  space  under  a  so-called  shelter  deck  is  exempted  from  measurement. 
(Art.  IV,  sec.  2,  and  fig.  11.) 

Until  recently  the  spaces  in  the  double  bottom  of  vessels  have  been  used  mainly  to  carry 
water  ballast.  Sometimes  the  double-bottom  compartments  under  the  engine  room  have 
been  and  are  used  to  store  reserve  or  feed  water  for  the  boilers.  Vessels  using  oil  for  fuel  now 
usually  carry  at  least  a  part  of  the  fuel  oil  in  double-bottom  compartments.  Under  the  Panama 
rules,  all  spaces  used  for  fuel  are  included  in  gross  tonnage,  and  the  rules  provide  (Art.  IV, 
sec.  4)  that  such  spaces  within  the  double  bottom  as  are  or  may  be  used  for  carrying  cargo, 
stores,  feed-water,  coal,  or  fuel  oil,  shall  be  measured  and  included  in  the  gross  tonnage. 

The  Panama  rules  exempt  from  measurement  light  and  air  and  funnel  spaces  above  the 
covering  of  the  first  tier  of  side-to-side  erections,  if  any,  upon  the  uppermost  full-length  deck, 
whether  it  be  called  the  "upper'"  deck  or  the  "shelter"  deck.  There  are  no  exceptions  to  this 
rule.  In  all  cases,  the  spaces  framed  in  around  the  funnels  and  the  spaces  required  for  the 
admission  of  light  and  air  into  the  engine  room  are  included  in  the  engine-room  space  to  the 
extent  that  such  spaces  are  below  the  covering  of  the  first  tier  of  side-to-side  erections,  if  any, 
upon  the  uppermost  full-length  deck.  The  portion  or  portions  of  a  poop,  bridge,  or  other 
structure,  above  the  lowest  tier  of  erections,  occupied  by  the  spaces  framed  in  around  the 
funnels  or  by  the  spaces  required  for  the  admission  of  light  and  air  into  the  engine  rooms  are 
exempted  from  measurement,  provided  such  spaces  are  not  used  for  other  than  their  designated 
purpose  and  are  reasonable  in  extent. 

The  Panama  rules,  like  the  national  rules  and  those  of  the  Suez  Canal  Co.,  exempt  from 
the  gross  tonnage  the  contents  of  hatchways  up  to  one-half  of  1  per  cent  of  the  vessel's  gross 
tonnage,  exclusive  of  hatchways.  As  is  true  of  measurement  rules  generally,  the  Panama 
rules  exempt  from  measurement  companionways  and  companion  houses  when  used  solely  as 
companion  ways  and  houses,  passageways  and  passages  that  serve  exempted  spaces,  and  domes 
and  skylights. 

If  an  exempted  space,  other  than  an  uncovered  space  or  a  space  that  is  under  a  deck  that 
is  not  inclosed  with  side  walls,  is  used  for  passengers,  crew,  cargo,  stores,  or  fuel,  the  space 
must  be  added  permanently  to  the  gross  tonnage  of  the  vessel.  This  provision,  Article  V,  is 
similar  to  a  rule  which  the  Suez  Canal  Co.  adopted  in  1902. 

To  avoid  any  possible  misunderstanding  as  to  the  necessity  of  measuring  spaces  on  or  above 
the  upper  deck  that  are  or  may  be  devoted  to  passenger  accommodations,  the  rules  provide, 
in  Article  VI,  that  spaces  for  the  use  or  possible  use  of  passengers  shall  not  be  exempted  from 
measurement  except  they  are  spaces  under  decks  or  coverings  having  no  other  connection 
with  the  body  of  the  ship  than  the  props  necessary  for  their  support. 

The  space  occupied  by  deck  cargoes  is  to  be  added  to  the  tonnage  upon  which  Panama 
tolls  are  payable.  The  rules  provide  in  Article  VII,  that  if  any  ship  carries  stores,  timber, 
cattle,  or  other  cargo  in  any  space' upon  deck  not  permanently  covered  or  closed-in,  the  net 
tonnage  upon  which  the  tolls  and  other  charges  payable,  on  the  basis  of  tonnage,  for  the  use 
of  the  canal  are  levied  shall  be  increased  by  the  tonnage  of-  the  space  occupied,  at  the  time 
of  the  payment  of  the  tolls  and  other  charges,  by  the  deck  cargo. 

In  practically  all  countries  vessel  spaces  are  measured  by  rules  which  were  formulated 
by  George  Moorsom  for  the  British  Government  and  which  were  incorporated  in  the  British 
Merchant  Shipping  Act  of  1854,  and  are  now  a  part  of  the  present  British  Merchant  Shipping 


212  MEASUREMENT  OF   VESSELS  FOB  PANAMA  CANAL. 

Act  of  1894  as  amended  to  date.  The  Panama  measurement  rules  provide  that  the  cubical 
contents  of  the  spaces  included  by  the  rules  in  gross  tonnage  may  be  ascertained,  in  any  country 
where  vessels  are  measured  by  applying  the  Moorsom  system,  as  for  purposes  of  national  reg- 
istry. The  Panama  rules,  however,  provide  that  should  vessels  be  measured  for  Panama  Canal 
tonnage  in  any  country  where  the  measurement  rules  are  not  substantially  similar  to  the 
Moorsom  rules  as  embodied  in  Article  IX  of  the  Panama  rules,  the  officials  making  the  meas- 
urement shall  apply  the  Moorsom  system  of  measurement  as  set  forth  in  the  Panama  rules. 
These  provisions  will  doubtless  reduce  the  amount  of  labor  required  in  measuring  vessels  for 
Panama  Canal  tonnage.  Most  spaces  in  vessels  are  included  in  gross  tonnage  by  all  meas- 
urement rules,  and  the  cubical  contents  of  all  such  spaces  are  determined  by  the  Moorsom 
system,  which  is  substantially  the  same  in  all  countries.  It  is  expected  that  it  will  be  neces- 
sary, in  the  case  of  most  vessels,  to  measure  only  such  spaces  as  were  exempted  in  applying 
the  national  registry  rules  but  which  are  included  in  the  gross  tonnage  by  the  Panama  rules. 

SPACES    DEDUCTED    FROM    GROSS    TONNAGE. 

The  spaces  that  may  be  deducted  from  gross  tonnage  to  determine  the  net  tonnage  of 
vessels  not  propelled  by  engines  are  enumerated  in  Article  X  of  the  rules.  Few,  if  any,  vessels 
depending  entirely  upon  wind  propulsion  will  use  the  Panama  Canal;  but  it  is  probable  that 
barges  and  unrigged  craft  will  be  towed  through  the  canal.  Their  net  tonnage  is  to  be  deter- 
mined by  making  the  deductions  listed  in  Article  X.  The  deductions  allowed  for  propelling- 
power  spaces  in  vessels  propelled  by  engines  are  stated  in  Articles  XII,  XIII,  and  XIV.  The 
deductions  permitted  engine-driven  vessels  are  both  those  enumerated  in  Article  X  and  those 
allowed  for  propelling  power  by  Articles  XII  and  XIII,  or  XII  and  XIV.  The  only  deductions 
other  than  for  propelling  power  that  may  be  made  from  gross  tonnage  are  enumerated  in  Article 
X,  sections  1  to  10;  and  Article  XI  stipulates  that  no  space,  other  than  fuel  spaces  deducted 
under  Article  XIII,  shall  be  deducted  unless  the  use  to  which  it  is  to  be  exclusively  devoted 
has  been  appropriately  designated  by  official  marking.  The  spaces,  however,  are  not  neces- 
sarily to  be  marked  by  the  officials  that  measure  vessels  for  Panama  Canal  certificates,  it 
being  provided  by  the  rules  that  spaces  shall  be  subject  to  such  requirements  as  to  marking 
or  designation,  and  use  or  purpose  as  are  contained  in  the  navigation  or  registry  laws  of  the 
several  countries. 

To  give  added  definiteness  to  the  deductions  allowed  by  Article  X,  one  paragraph  of  the 
article  states  that  spaces  for  the  use  or  possible  use  of  passengers  shall  not  be  deducted  except 
as  specifically  provided  for  in  sections  1  to  10  of  Article  X.  It  is  also  stipulated  in  the  same 
article  that  spaces  available  for  the  stowage  of  stores  (other  than  boatswain's  stores)  or  cargo 
shall  not  be  deducted  from  gross  tonnage;  and,  in  the  case  of  Army  and  Navy  transports, 
colliers,  supply  ships,  and  hospital  ships,  as  defined  in  Article  I  of  the  rules,  the  term  "stores 
(other  than  boatswain's  stores)  or  cargo  "  shall  include,  in  addition  to  goods  or  cargo  ordinarily 
carried  as  freight  on  vessels  of  commerce,  an  enumerated  list  of  articles. 

Under  all  rules  for  the  determination  of  net  tonnage,  the  largest  deductions  from  gross 
tonnage  are  for  machinery  and  fuel  spaces.  The  Panama  rules  as  to  propelling-power  deduc- 
tions are  practically  the  same  as  those  of  the  Suez  Canal  Co.,  i.  e.,  in  vessels  that  do  not  have 
fixed  bunkers  or  fuel  compartments  the  deduction  is  to  be  the  spaces  actually  occupied  by 
machinery  increased,  for  screw-propelled  vessels,  by  75  per  cent,  and,  for  vessels  with  paddle 
wheels,  by  50  per  cent.  Vessels  which  have  fixed  coal  bunkers  or  fuel  compartments  may 
have  the  propelling-power  deductions  made  by  this  (the  Danube)  rule,  or  may  have  the  deduc- 
tions made  by  actual  measurement  of  the  spaces  occupied  by  propelling  machinery  and  fuel, 
provided  the  fixed  bunkers  and  fuel  compartments  have  been  certified  by  official  marking  to 
be  for  the  stowage  of  the  vessel's  fuel. 

The  main  difference  between  the  Panama  rule  for  propelling-power  deduction  and  that  of  the 
Suez  Canal  Co.  concerns  the  treatment  of  light  and  air  spaces  and  framed-in  funnel  spaces 
above  the  engine  and  boiler  rooms.  In  the  Panama  rules,  in  all  cases,  the  spaces  that  are  framed 
in  around  the  funnels  and  the  spaces  for  light  and  air  are  included  in  the  engine  room  to  the 
extent  that  such  spaces  are  below  the  covering  of  the  first  tier  of  side-to-side  erections,  if  any, 
upon  the  uppermost  full-length  deck,  whether  that  deck  is  or  is  not  fitted  with  a  "tonnage 
opening."  The  spaces  above  the  deck  or  covering  of  the  first  tier  of  side-to-side  erections  upon 
the  uppermost  full-length  deck  are  exempted  from  measurement. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  213 

The  spaces  included  in  the  engine  room,  under  the  Panama  rules,  are  specifically  stated  in 
Article  XIII.  The  engine-room  spaces  include  the  engine  room  itself  and  the  boiler  room, 
together  with  the  spaces  strictly  required  for  the  working  of  the  engines  and  boilers  with  the 
addition  of  the  spaces  taken  up  by  shaft  trunks  (in  vessels  with  screw  propellers),  the  spaces 
which  inclose  the  funnels  and  the  spaces  which  are  within  the  light  and  air  casings  up  to  the 
uppermost  full-length  deck,  or  to  the  covering  of  the  first  tier  of  side-to-side  erections,  if  any, 
upon  that  deck,  and  the  spaces  occupied  by  the  donkey  engine  and  boiler  when  the  donkey 
engine  and  boiler  are  within  the  boundary  of  the  main  engine  room  or  of  the  light  and  air  casing 
above  it,  and  when  used  in  connection  with  the  mam  propelling  machinery. 

The  cubical  contents  of  the  engine-room  spaces  are  to  be  determined  by  the  method  of 
measurement  included  in  the  Moorsom  system  of  measurement.  Presumably,  ships  measured 
for  national  registry  will  have  had  the  contents  of  their  engine  rooms  measured  by  applying 
this  method.  The  method  is,  however,  included  in  the  Panama  rules  to  be  applied  to  the 
measurement  of  the  engine-room  spaces  when  those  spaces  have  not  been  measured  by  rules 
substantially  the  same  as  the  method  stated  in  the  Panama  rules. 

The'  method  of  measuring  fuel  spaces  when  deductions  are  made  by  the  actual  measurement 
of  spaces  occupied  by  machinery  and  fuel  are  stated  in  Article  XIV;  and,  in  order  to  secure  abso- 
lute uniformity  in  measurement  practice,  Article  XIV  stipulates  what  spaces  shall  be  measured 
when  propelling-power  deductions  are  made  by  actual  measurement.  The  spaces  to  be  meas- 
ured include  the  engine  room  as  defined  in  Article  XIII,  and,  in  addition  thereto,  fixed  coal 
bunkers,  fuel-oil  tanks,  and  such  double-bottom  compartments  as  are  fitted  for  the  stowage  of 
fuel  oil,  provided  such  bunkers,  tanks,  and  fuel  comparments  have  been  certified  by  official 
marking  to  be  spaces  for  the  vessel's  fuel.  The  Panama  rules  also  provide,  as  do  the  regula- 
tions issued  by  the  British  Board  of  Trade,  that  the  bunkers  measured  for  fuel  deduction  shall 
include  only  those  bunkers  that  are  absolutely  permanent,  from  which  the  coal  can  be  trimmed 
directly  into  the  engine  room  or  stokehole,  and  into  which  access  can  be  obtained  only  through 
the  ordinary  coal  chutes  on  deck  and  from  doors  opening  into  the  engine  room  or  stokehole. 
Thwartship  bunkers  that  can  be  in  any  way  extended  are  not  to  be  included  in  the  measure- 
ment for  deductions. 

The  Panama  rules  apply  the  same  method  of  determining  propelling-power  deductions 
to  vessels  equipped  with  internal-combustion  engines  as  is  applied  to  vessels  having  steam 
engines,  i.  e.,  the  propelling-power  deduction  in  the  case  of  internal-combustion  engines  may  be 
made  either  by  the  Danube  rule  or  by  the  actual  measurement  of  machinery  and  fuel  spaces. 

The  total  deductions  for  machinery  and  fuel  spaces,  whether  made  in  accordance  with  the 
Danube  rule  or  by  the  actual  measurement  of  the  spaces  deducted,  shall  not  exceed  50  per  cent 
of  the  gross  tonnage.  This  rule  is  the  same  as  that  contained  in  the  Suez  Canal  Co.'s  regula- 
tions and  results  in  a  maximum  percentage  deduction  that  is  practically  equivalent  to  the  per- 
centage which  the  British  measurement  rules  permit  after  the  1st  of  January,  1914,  when  the 
deductions  under  the  British  rule  are  to  be  limited  to  55  per  cent  of  the  gross  tonnage  remain- 
ing after  all  other  deductions  have  been  made.  In  the  Panama,  as  in  the  Suez  and  other 
measurement,  rules,  tugs  used  exclusively  as  tugs  are  exempted  from  this  limitation. 

In  the  determination  of  net  tonnage,  no  space  shall  be  deducted  unless  it  has  been  included 
in  gross  tonnage  (Art.  XV).     This  provision  is  to  be  found  in  most  measurement  rules. 

The  use  of  the  whole  or  any  portion  of  a  deducted  space,  other  than  fuel  spaces  deducted 
in  accordance  with  the  Danube  rule,  to  stow  cargo  of  any  kind  or  stores  other  than  boat- 
swain's stores  or  to  provide,  passenger  accommodations  shall  be  evidence  that  the  entire  space 
thus  wholly  or  partially  occupied  is  a  part  of  the  actual  earning  capacity  of  the  ship  and  the 
entire  space  shall  be  added  to,  and  become  a  permanent  part  of,  the  net  tonnage  upon  which 
Panama  Canal  tolls  shall  be  collected. 

MEASUREMENT    OFFICIALS    AUTHORIZED    TO    ISSUE    PANAMA    CANAL    TONNAGE    CERTIFICATES. 

The  rules  provide,  in  Articles  XVI  to  XVIII,  that  vessels  may  be  measured  for  Panama 
Canal  tonnage  certificates,  and  that  the  certificates  may  be  issued  by,  (1)  such  officials  as  are 
authorized  to  measure  vessels  at  ports  of  the  United  States  for  purposes  of  national  registry, 
(2)  such  officials  as  are  authorized  in  the  several  foreign  countries  to  measure  vessels  for  national 


214  MEASUREMENT   OF   VESSELS  FOR  PANAMA  CANAL. 

registry,  and  (3)  such  other  officials  as  may  be  authorized  by  the  President  of  the  United 
States,  or  those  acting  for  him,  to  issue  Panama  Canal  tonnage  certificates. 

It  is  expected  that  new  vessels,  American  and  foreign,  will  be  measured  for  Panama  Canal 
tonnage  certificates  at  the  time  the  vessels  are  measured  for  national  registry,  and  that  such 
vessels  as  are  in  service  at  the  time  the  Panama  Canal  is  opened  will  be  measured  for  Panama 
Canal  tonnage  when  at  their  home  ports,  before  clearing  therefrom  for  voyages  that  will  take 
them  through  the  Panama  Canal.  Should  any  vessel  other  than  a  warship  arrive  at  the  canal 
without  a  Panama  Canal  tonnage  certificate,  it  will  need  to  be  measured  by  the  officials  at  the 
Isthmus  before  the  ship  is  allowed  to  pass  through  the  canal  or  to  clear  therefrom. 

All  tonnage  certificates  presented  by  vessels  at  the  canal  are  subject  to  correction  by  the 
officials  authorized  by  the  President  of  the  United  States,  or  by  those  acting  for  him,  to  admin- 
ister the  Panama  measurement  rules.  Tonnage  certificates  presented  by  the  masters  of  vessels 
upon  application  for  passage  through  the  canal  may  be  changed  by  the  officials  at  the  canal 
in  so  far  as  may  be  necessary  to  make  the  certificates  and  the  tonnage  of  vessels  conform  to  the 
requirements  of  the  Panama  measurement  rules.  The  tonnage  certificates  issued  by  the  meas- 
urement authorities  of  all  countries  must  correspond  in  substance  and  form  to  the  Panama 
Canal  tonnage  certificate  accompanying,  and  forming  a  part  of,  the  Panama  measurement 
rules.  It  is  expected  that  the  measurement  authorities  of  foreign  countries  will  issue,  in  their 
respective  languages,  Panama  Canal  tonnage  certificates  corresponding  in  substance  and  form 
to  the  official  Panama  Canal  tonnage  certificate  appended  to  the  Panama  measurement  rules. 

If  any  vessel  applying  for  passage  tlirough  the  Panama  Canal  has  deck  cargo  on  board,  the 
space  occupied  by  that  cargo  shall  be  measured  by  the  officials  at  the  Isthmus,  and  the  tonnage 
of  the  space  thus  occupied  shall  be  added  to  the  vessel's  net  tonnage  upon  which  tolls  are  paid. 
Article  VII  of  the  rules  designates  what  shall  be  considered  as  deck  cargo,  and  states  the  method 
to  be  followed  in  measuring  the  spaces  occupied  by  such  cargo. 

RULES   FOR   DETERMINING    THE   ACTUAL   DISPLACEMENT   OF   VESSELS   OF    WAR   OTHER   THAN   ARMY 
AND   NAVT    TRANSPORTS,  COLLIERS,  SUPPLY    SHIPS,  AND    HOSPITAL    SHIPS. 

Panama  tolls  upon  warships  other  than  Army  and  Navy  transports,  colliers,  supply  ships, 
and  hospital  ships  are  payable  upon  the  actual  displacement  of  the  vessels  at  the  time  of  their 
application. for  passage  through  the  canal,  and  before  the  vessels  have  taken  on  such  fuel,  stores, 
or  supplies  as  may  be  purchased  after  arrival  at  the  canal.  "Warships,"  in  the  meaning  of 
the  Panama  rules,  are  yessels  of  war,  other  than  Army  and  Navy  transports,  colliers,  hospital 
ships,  and  supply  ships  (as  supply  ships  and  colliers  are  defined  in  Article  I  of  the  rules). 
Warships  must  be  vessels  of  Government  ownership  that  are  being  employed  by  their  owners 
for  military  or  naval  purposes. 

The  actual  displacement  of  a  warship  draft  upon  arrival  at  the  canal  shall  be  ascertained 
from  the  official  document  or  documents  which  a  vessel  of  war  regularly  carries — its  curve  of 
displacement,  its  curves  for  addition  to  displacement  for  change  of  trim,  and  its  displacement 
scale  stating  the  tonnage  of  displacement  at  each  possible  mean  draft.  Warships  are  to  pay 
Panama  Canal  tolls  on  the  tonnage  of  actual  displacement  as  shown  by  these  official  documents, 
duly  authenticated;  and  if  the  tonnage  of  displacement  is  stated  in  metric  tons,  the  tonnage 
is  to  be  changed  to  English  long  tons. 

If  for  any  reason,  which  the  Governor  of  the  Panama  Canal  or  the  official  authorized  to 
act  for  him  deems  to  be  satisfactory,  the  commander  of  a  warship  applying  for  passage  through 
the  Panama  Canal  is  unable  to  present  a  duly  certified  document  from  which  the  vessel's  actual 
displacement  tonnage  may  be  read  or  calculated,  the  measuring  officials  at  the  canal  shall 
determine  the  vessel's  approximate  tonnage  of  displacement  from  such  reliable  data  as  may 
be  available  or  by  taking  such  dimensions  of  the  vessel  and  using  such  approximate  methods 
as  may  be  considered  necessary  and  practicable. 


BIBLIOGRAPHICAL  NOTE  AND  LIST  OF  PRINCIPAL 

WORKS  CONSULTED. 


215 


BIBLIOGRAPHICAL  NOTE  AND  LIST  OF  PRINCIPAL  WORKS  CONSULTED. 


Tonnage  and  vessel  measurement  are  large  subjects  concerning  which  there  is  much  printed 
information.  The  list  here  presented  includes  the  titles  of  only  the  principal  works  used  in 
preparing  this  report;  and  the  books,  reports,  and  papers  consulted  furnished  only  a  part  of 
the  data  required  in  the  preparation  of  the  report,  much  information  having  been  obtained  by 
correspondence  and  conference  with  shipowners,  the  builders  of  ships  and  engines,  and  govern- 
ment officials  in  charge  of  vessel  measurement.  Especially  valuable  information  was  given  by 
the  Principal  Surveyor  to  Lloyd's  Kegister  for  the  United  States  and  Canada  and  by  the  Chief 
of  the  Bureau  of  Construction  and  Repair  of  the  Navy  Department.  The  United  States 
Commissioner  of  Navigation,  Hon.  E.  T.  Chamberlain,  has  been  frequently  consulted.  His 
knowledge  and  experience  were  of  much  assistance. 

The  leading  printed  sources  consulted  may  be  conveniently  grouped  with  reference  to  three 
subjects:  (1)  Tonnage  and  vessel  measurement,  (2)  types  of  vessels  and  ship  construction, 
and  (3)  internal-combustion  engines  and  oil-burning  steam  engines. 

The  materials  on  tonnage  and  vessel  measurement  are  scattered  and  fragmentary,  and 
have  been  printed  at  different  times  since  1850.  The  measurement  rules  and  instructions  of 
the  leading  countries  and  of  the  Suez  Canal  Co.  are  reproduced  in  the  appendices  of  this  report. 
The  appendices  also  contain  the  Report  of  the  International  Tonnage  Commission  of  1873,  the 
Report  of  the  British  Royal  Commission  on  Tonnage  of  1881,  and  extracts  from  Lieut.  V. 
Beret's  Etude  Sur  le  Juageage.  Beret's  work  contains  the  only  recent  comparison  of  the  leading 
codes  of  measurement  rules.     It  also  preseuts  briefly  the  history  of  measurement. 

Among  the  principal  historical  sources  are  the  Report,  Minutes  of  Evidence,  and  Appen- 
dices to  the  Report  of  the  British  Royal  Commission  on  Tonnage  of  1SS1,  the  Report  and  Minutes 
of  Evidence  of  the  Select  Parliamentary  Committee  on  Tonnage  of  1874,  and  the  correspondence 
of  the  British  delegates  and  Proces-Verbaux  of  the  meetings  held  by  the  International  Tonnage 
Commission  of  1873.  The  Nautical  Magazine  published  a  series  of  10  articles  on  "Tonnage, 
Past  and  Present,"  during  1889  and  1890,  which  contain  much  historical  data.  Good,  but 
brief,  historical  chapters  may  be  found  in  White's  Manual  of  Naval  Architecture,  and  in  Lloyd's 
Calendar  of  1911. 

Of  the  books  on  types  of  vessels  and  on  ship  construction,  in  their  bearing  upon  tonnage, 
special  mention  may  be  made  of  Walton's  Present-Day  Shipbuilding;  Capt.  Paasch's  Marine 
Dictionary  (From  Keel  to  Truck);  Holm's  Practical  Shipbuilding;  and  Bile's  The  Design 
and  Construction  of  Ships.  The  types,  construction,  and  tonnage  of  warships  are  well  described 
in  Attwood's  War  Ships,  Robinson's  Naval  Construction,  and  in  the  Instructions  for  Standard 
Ship  Calculations  of  the  United  States  Bureau  of  Construction  and  Repair. 

Internal-combustion  marine  engines  and  oil-burning  steam  marine  engines  are  of  recent 
development.  The  references  given  below  include  the  titles  of  several  books  on  ordinary  gas 
engines;  but  the  up-to-date  and  most  instructive  material  on  the  Diesel  and  other  internal- 
combustion  oil  engines  for  seagoing  vessels  is  to  be  found  mainly  in  technical  journals  and  in 
the  proceedings  of  the  associations  of  marine  engineers  and  of  naval  architects.  Special  men- 
tion, however,  should  be  made  of  Chalkley's  excellent  book  on  Diesel  Engines  for  Land  and  Marine 
Work  (1912).  Technical  papers  of  special  value  are  to  be  found  in  the  proceedings  of  the  Insti- 
tute of  Marine  Engineers  of  Great  Britain  (1910-11  and  1911-12),  and  the  Transactions  of  the 
Institution  of  Naval  Architects  of  Great  Britain  (1911  and  1912).  An  instructive  address  by 
Dr.  Rudolf  Diesel  on  the  "Present  Status  of  the  Diesel  Engine  in  Europe,"  has  been  printed  in 
pamphlet  form.  These  and  other  works  on  oil  engines,  however,  treat  tonnage  questions  only 
61861°— 13 15  217 


218  MEASUREMENT   OF  VESSELS  FOB  PANAMA  CANAL. 

incidentally.     Most  of  the  information  in  Chapter  X  of  the  present  report  was  obtained  from 
correspondence  with  engine  builders,  shipbuilders  and  vessel  owners. 

The  following  list  is  not  given  as  a  complete  bibliography  on  tonnage  and  vessel  measure- 
ment, but  as  a  convenient  compilation  of  the  leading  printed  sources  consulted  in  the  preparation 
of  this  report. 

I.  TONNAGE  AND  VESSEL  MEASUREMENT. 

Attwood,  E.  L.     War-Ships,  4th  Ed.     London,  New  York,  Bombay,  and  Calcutta,  1910. 

Beret,  V.     "Etude  Sur  le  Jaugeage."     Paris,  1905. 

Biles,  J.  H.     The  Design  and  Construction  of  Ships,  2  vols.     London,  1908. 

British  Association  for  the  Advancement  of  Science.     Report  of  Committee  on  Measurement  of  Ships  for  Tonnage,  in 

report  of  27th  meeting,  pp.  62-95.     London,  1858. 
Chamberlain,  E.  T.     Testimony  on  Panama  Tolls  and  Vessel  Measurement  before  Committee  on  Interstate  and  Foreign 

Commerce,  in  House  Doc.  680,  62d  Cong.,  2d  Sess.,  pp.  805-919.     Washington,  1912. 
Farrer,  T.  H.     Testimony  before  Select  Committee  on  Tonnage,  1874,  pp.  141-156.     Reports  from  Committees,  vol.  10. 

London,  1874. 
Farrer,  T.  H.     Testimony  before  Royal  Commission  on  Tonnage,  1881,  pp.  600-620.     Reports  from  Commissioners,  vol. 

49  (c-3074).     London,  1881. 
Fitzgerald,  Percy.     The  Great  Canal  at  Suez,  2  vols.     London,  1876. 

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PART   III. 


RULES   FOR  THE  MEASUREMENT  OF 
VESSELS  FOR  THE  PANAMA  CANAL. 


223 


RULES  FOR  THE  MEASUREMENT  OF  VESSELS  FOR  THE  PANAMA 

CANAL. 

Article  I.  All  vessels,  American  and  foreign,  except  warships,  including  tom'age^documSt^at 
vessels  of  commerce  and  Army  and  Navy  transports,  colliers,  supply  ships,  and  canaL 
hospital  ships,  applying  for  passage  through  the  Panama  Canal  shall  present 
a  duly  authenticated  certificate  stating  the  vessel's  gross  and  net  tonnage  as 
determined  by  these  rules.  Vessels  of  commerce,  Army  and  Navy  transports, 
colliers,  supply  ships,  and  hospital  ships  without  such  certificate  shall,  before 
passing  through  the  canal,  or  before  being  allowed  to  clear  therefrom,  be 
measured,  and  shall  have  their  gross  and  net  tonnage  determined  in  accord- 
ance with  these  rules. 

All  warships,  American  and  foreign,  other  than  transports,  colliers,  supply 
and  hospital  ships,  shall  present  duly  authenticated  displacement  scale  and 
curves  stating  accurately  the  tonnage  of  displacement  at  each  possible  mean 
draft. 

It  is  to  be  understood  that  "supply  ships"  shall  include  Army  and  Navy  (< vessels  designated  as 
ammunition  ships,  refrigerator  ships,  distilling  ships,  repair  ships,  submarine  "colliers." 
tenders,  and  destroyer  tenders,  as  well  as  Army  and  Navy  vessels  used  to 
transport  general  Army  and  Navy  supplies;  and  that  "colliers"  shall  include 
Army  and  Navy  vessels  used  to  transport  coal  or  fuel  oil. 

RULES   APPLYING  TO  VESSELS    OF  COMMERCE,  ARMY  AND   NAVY  TRANSPORTS, 
COLLIERS,   SUPPLY  SHIPS,  AND  HOSPITAL  SHIPS. 

GROSS    TONNAGE. 

Art.  II.  Gross  tonnage  as  determined  bv  these  rules  shall  express  the    ^tat  snail  be  in- 

,        .  ,  i-i  p-ii  eluded  in  gross  tonnage. 

total  capacity  of  vessels,  1.  e.,  the  exact  cubical  contents  of  all  spaces  below 
the  upper  deck  and  of  all  permanently  covered  and  closed-in  spaces  on  or  above 
that  deck,  excepting  such  spaces  as  may  be  hereinafter  permitted  as  exemptions 
from  measurement.  Gross  tonnage  shall  include  not  only  all  permanently 
covered  and  closed-in  spaces  which  are  or  may  be  used  for  stowing  cargo  and 
stores  or  for  providing  shelter  and  other  comfort  for  passengers  or  crew,  but  also 
such  spaces  as  are  used,  or  are  intended  to  be  used,  in  navigating  and  serving 
the  vessel. 

Only  such  spaces  as  are  specifically  mentioned  in  Article  IV,  below,  shall 
be  exempted  from  measurement.  All  other  spaces  shall  be  considered  as  closed- 
in  and  shall  be  included  in  gross  tonnage. 

Art.  III.  By  permanently  covered  and  closed-in  spaces  on  or  above  the    what  snaii  be  con- 
upper  deck  are  to  be  understood  all  those  which  are  separated  off  by  decks  covered  and  ciosed-in 
or  coverings,  or  fixed  partitions,  and  which,  therefore,  represent  an  increase  spa° 
of  capacity  that  is  or  may  be  used  for  the  stowage  of  cargo,  or  for  the 
berthing  and  accommodation  of  the  passengers,  the  officers,  or  the  crew.     No 
break  in  a  deck,  nor  any  opening  or  openings  in  a  deck  or  the  covering  of  a 
space  or  in  the  partitions  or  walls  of  a  space,  nor  the  absence  of  a  partition 
shall  prevent  a  space  from  being  measured  and  comprised  in  gross  tonnage  if 
the  opening  or  openings  hi  the  deck,  partition,  or  side  wall  can  be  closed  in,  or 
if  the  absent  partition  can  be  put  in  place,  after  admeasurement  and  the  spaces 
thus  closed  in  be  thereby  better  fitted  for  the  transport  of  goods  or  passengers. 

225 


226  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

In  the  case  of  a  vessel  having  a  "trunk"  or  "turret",  the  deck  forming  the 
covering  of  the  trunk  or  turret  shall  be  considered  the  upper  deck,  *and  all 
spaces  below  that  deck  within  the  trunk  or  turret  shall  be  considered  as  cov- 
ered and  closed-in.  The  space  within  the  turret  or  trunk  shall  be  measured 
as  are  other  between-deck  spaces. 

Spaces  considered  as  "permanently  closed-in"  and  spaces  permitted  to  be 
exempted  from  measurement  shall  be  determined   solely  by .  the  provisions 
contained  in  these  rules,  and  not  by  any  definitions  or  provisions  contained 
in  the  measurement  rules  or  regulations  of  any  country. 
meEuremen™anddg?o!B  i^-RT-    IV.  The   following   spaces   shall   be   exempted   from   measurement 

tonnage.  an(j  ghgj]  110^  oe  included  in  the  gross  tonnage,  and  no  other  spaces  shall  be 

exempted : 

Section  1.  Spaces  on  or  above  the  upper  deck  not  permanently  covered 
or  closed-in,  or  which  may  not  be  readily  covered  or  closed-in.  In  the  appli- 
cation of  this  rule  it  will  be  understood  that — 

(a)  Spaces  under  decks  or  coverings  having  no  other  connection  with  the 
body  of  the  ship  than  the  stanchions  necessary  for  their  support  are  not  spaces 
separated  off,  but  are  spaces  permanently  exposed  to  the  weather  and  the  sea 
and  are  not  to  be  included  in  the  gross  tonnage. 

(b)  A  space  within  a  poop,  forecastle,  bridge  house,  or  other  "permanently 
covered  and  closed-in"  superstructure  or  erection  may  be  considered  as  not 
permanently  covered  or  closed-in,  and  may  consequently  be  excluded  from 
tonnage,  if  the  space  is  opposite  an  end  opening  which  is  without  a  coaming 
and  has  no  headplates  or  planks  and  is  not  provided  with  means  of  closing, 
and  which  opening  has  a  breadth  equal  to  or  greater  than  half  the  breadth  of 
the  deck  at  the  line  of  the  opening,  and  if  the  space  opposite  the  opening  can 
not  be  used  to  shelter  other  merchandise  than  cargo  or  stores  that  do  not  require 
protection  from  the  sea.  If  the  opening  is  fitted  with  a  coaming,  the  space 
within  it  is  to  be  included  in  the  gross  tonnage.  This  provision  shall  be  so 
applied  as  to  exempt  from  measurement  only  the  space  between  the  actual 
end  opening  and  a  line  drawn  parallel  to  the  line  or  face  of  the  opening  at  a 
distance  from  the  opening  equal  to  one-half  the  width  of  the  deck  at  the  line 
of  the  opening;  provided,  that  any  closed-in  space  between  the  open  face  and 
the  line  drawn  parallel  to  it  shall  be  measured.  The  remainder  of  the  space 
within  a  poop,  forecastle,  bridge  house,  or  other  superstructure  or  erection  shall 
be  considered  as  available  .for  the  accommodation  of  cargo  or  stores,  of 
passengers  or  of  the  ship's  personnel,  and  shall  be  measured  and  included  in 
the  gross  tonnage.     (See  Figs.  1,2,  and  3.) 

Should  the  open  space  within  a  poop,  forecastle,  bridge  house,  superstructure, 
or  erection  between  the  end  opening  and  a  parallel  line  distant  from  the  opening 
by  half  the  breadth  of  the  deck  become,  because  of  any  arrangement,  of  less 
width  than  half  the  breadth  of  the  deck,  then  only  the  space  between  the  line 
of  the  end  opening  and  a  parallel  line  drawn  through  the  point  where  the 
athwartship  width  of  the  open  space  within  the  poop,  forecastle,  bridge  house, 
superstructure,  or  erection  becomes  equal  to,  or  less  than,  half  the  breadth  of 
the  deck  shall  be  exempted  from  measurement.  (See  Figs.  4,  5,  6,  and  7.) 
The  remainder  of  the  space  within  the  poop,  forecastle,  bridge  house,  super- 
structure, or  erection  is  to  be  included  hi  the  gross  tonnage. 

When  two  erections  extending  from  side  to  side  of  the  ship  are  separated 
by  an  interval  the  fore-and-aft  length  of  which  is  less  than  the  least  half  breadth 
of  the  deck  in  way  of  such  interval,  then  whatever  be  the  breadth  of  the  per- 
manent end  openings  of  the  erections,  the  entire  erections,  less  the  interval 
separating  them,  shall  be  measured  and  included  in  the  gross  tonnage.  (See 
Fig.  8.) 


MEASUREMENT   OF    VESSELS   FOR   PANAMA   CANAL. 


227 


Fig.  3.— Forecastle. 


bb'  >  }  aa'. 

E  =  space  exempted. 

M  =  space  measured. 


bb'  >  J  aa'. 

E  =  space  exempted. 

M'  =  closed-in  houses,  measured. 

M  =  space  measured. 


bb'  >  J  aa'. 

E  =  space  exempted. 

M'  =  closed-in  houses,  measured. 

M  —  space  measured. 


bb'  <  }  aa'. 

E  =  space  exempted. 

M'  =  closed  houses,  measured. 

M  =  space  measured. 


228 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


Fig.  6.— Forecastle. 


bb'  >  J  aa'. 

cc'  <  J  aa'. 

E  =  space  exempted. 

M  =  space  measured. 


bb'  <  J  aa'. 

E  =  space  exempted. 

M  =  space  measured. 


Fig.  7.— Bridge. 


bb'  >  i  aa'. 
od  <  j  aa'. 
e'd'  <  J  aa'. 
ff <  J  ee\ 

E  =  space  exempted. 

E'  =  light  and  air  and  funnel  space  in  lowest  tier  of 

erections,  measured  under  Art.  IV,  Sec.  3. 
M  =  space  measured. 
M'  =  closed  house,  measured. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


229 


Fig.  8.— Poop  and  Bridge  with  interval  less  than  J  the  least  half  breadth  of  the  Deck  in  way  of  Interval. 


JfeCC' 


Poop 


ac<  Jaa'. 
a'c'<  Jaa'. 
bb'>£aa'. 
dd'  >  J  cc'. 
M=spaces  measured. 
E=spaee  exempted. 

E'=light  and  air  and  funnel  space  in  lowest  tier  of  erections, 
measured  under  Art.  IV,  Sec.  3. 


cc'  and  dd'=side  openings  under  deck  covering. 
E=space  exempted. 
bb'<  i  aa'. 
H=spaces  measured. 


230 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


Fig.  10.— Bridge. 


c' 


L__L-_! 


lb 


J  a' 


bb'>£aa'. 

cc'  and  dd'=side  openings. 
E=spaces  exempted. 
M=space  measured. 

E'=light  and  air  and  funnel  space,  in  lowest  tier  of  erections, 
measured  under  Art  IV,  Sec.  3. 


Fig.  11.— Continuous  deck  with  opposite  side  openings. 

c      d e      e' 


(aa')  (bb')  (cc')  (dd')  (ee')  (ff)  =  side  openings. 

E  =  spaces  exempted  opposite  side  openings  below  continuous  deck. 

M  =  spaces  measured. 

E'  =  light  and  air  and  funnel  space,  measured  under  Art.  IV,  Sec.  3. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  231 

(c)  In  a  poop,  forecastle,  side-to-side  bridge  house,  or  other  "permanently 
covered  and  closed-in"  superstructure  or  side-to-side  erection  the  space  directly 
in  way  of  opposite  openings,  the  height  of  which  is  at  least  3  feet,  in  the  side 
walls  of  the  ship  not  provided  with  means  of  closing  and  corresponding  to  each 
other  in  the  opposite  walls  of  the  ship  shall  be  exempted.     (See  Figs.  9  and  10.) 

Sec.  2.  Spaces  in  way  of  opposite  side  openings  at  least  3  feet  in  height 
not  provided  with  means  of  closing  shall  be  exempted.  In  the  case  of  a  con- 
tinuous deck  with  one  or  more  deck  openings  (usually  designated  as  tomiage 
openings)  that  may  be  so  closed  as  to  permit  cargo  or  stores  to  be  carried  in 
the  space  under  the  deck,  or  under  portions  thereof,  only  the  spaces  under  such 
a  deck  that  are  exactly  in  way  of  opposite  openings  at  least  3  feet  in  height 
in  the  side  walls  of  the  ship  not  provided  with  means  of  closing  and  correspond- 
ing to  each  other  in  the  opposite  walls  of  the  ship  shall  be  exempted ;  and  the 
remaining  spaces  under  such  a  deck  shall  be  measured  and  included  in  gross 
toimage.  In  case  the  openings  in  the  side  walls  of  the  ship  are  provided  with 
means  of  closing,  no  portion  of  the  space  under  such  a  deck  shall  be  exempted. 
(Fig.  11.) 

Sec.  3.  The  spaces  framed  in  round  the  funnels  and  the  spaces  required  for 
the  admission  of  light  and  air  into  the  engine  rooms  shall  be  exempted  from 
measurement  to  the  extent  that  such  spaces  are  above  the  deck  or  covering 
of  the  first  or  lowest  tier  of  side-to-side  erections,  if  any,  on  the  upper  deck. 
A  deck  with  one  or  more  deck  openings  (usually  designated  as  tonnage  open- 
ings) that  may  be  so  closed  as  to  permit  cargo  or  stores  to  be  carried  in  the 
space  under  the  deck  or  portions  thereof  is  to  be  considered  as  the  upper  deck, 
provided  that  no  space  beneath  it  abreast  side  openings  is  exempted  under  the 
provisions  of  section  2.  There  shall,  however,  be  measured  and  included 
within  gross  tonnage  the  spaces  situated  within  closed-in  side-to-side  erections 
on  the  upper  deck,  spaces  framed  in  round  the  funnels  and  those  required  for 
the  admission  of  light  and  air  to  the  extent  that  such  light  and  air  and  funnel 
spaces  are  below  the  deck  or  covering  of  the  first  or  lowest  tier  of  such  side- 
to-side  erections  on  the  upper  deck.  There  shall  be  exempted  from  the  measure- 
ment of  any  superstructure  or  erection  situated  above  the  first  or  lowest  tier 
of  side-to-side  erections  on  the  upper  deck  such  portion  or  portions  thereof  as 
are  occupied  by  the  spaces  framed  in  round  the  funnels  or  by  the  spaces 
required  for  the  admission  of  light  and  air  into  the  engine  rooms.  Such 
exempted  spaces  must  not  be  used  for  any  other  than  their  designated  purpose 
and  must  be  reasonable  hi  extent. 

Sec.  4.  Space  or  spaces  between  the  inner  and  outer  plating  of  the  double 
bottom  of  a  vessel  that  are  so  inclosed  and  that  have  such  openings  as  to  make 
them  usable  only  for  water  ballast  shall  be  exempted  from  measurement;  but 
such  spaces  within  the  double  bottom  as  are  or  may  be  used  for  carrying  cargo, 
stores,  feed  water,  coal,  or  other  fuel  shall  be  measured  and  included  in  the 
gross  tonnage. 

Sec.  5.  The  cubical  contents  of  hatchways  shall  be  obtained  by  multi- 
plying the  length  and  breadth  together  and  the  product  by  the  mean  depth 
taken  from  the  top  of  beam  to  the  underside  of  the  hatch.  From  the  aggregate 
tonnage  of  the  hatchways  there  shall  be  deducted  one-half  of  1  per  cent  of  the 
vessel's  gross  tonnage,  exclusive  of  hatchways,  and  only  the  remainder  shall  be 
added  to  the  gross  tonnage  of  the  ship,  exclusive  of  the  tonnage  of  the  hatchways. 

Sec.  6.  Companionways  and  companion  houses  shall  be  exempted  when 
used  solely  as  companionways  or  companion  houses.  When  used  as  smoking 
rooms  or  for  any  other  purposes  than  companionways  or  companion  houses, 
the  parts  so  used  shall  be  measured  and  included  in  gross  tonnage. 


232  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Sec.  7.  Domes  and  skylights  shall  be  exempt  from  measurement.  When 
there  is  an  opening  in  the  floor  of  a  superstructure  immediately  below  a  skylight, 
the  exemption  shall  include  the  space  between  the  skylight  and  the  opening  in 
the  floor  of  the  superstructure  immediately  under  the  skylight.  The  remainder 
of  the  superstructure  shall  be  included  in  the  measurement.  The  space,  in 
addition  to  the  skylight,  that  may  be  exempted  by  this  rule  is  that  indicated  by 
A,  B,  C,  D  in  the  following  drawing: 


Room  receiving  light 
from    Skylight^ 


Fig.  12. — Open  space  under  skylight. 


us^mustbe^ddTd to  ■^RT-  V.  Should  a  vessel  at  any  time  stow  cargo  of  any  kind,  bunker  coal 

gross  tonnage.  or  0tner  fuel;  or  stores  of   any  description   in    any  portion  whatever  of  any 

exempted  space,  except  spaces  exempted  under  Art.  IV,  Sec.  1,  Par.  (b)  and 
spaces  on  open  decks  not  permanently  covered,  or  upon  decks  as  defined 
in  Art.  IV,  Sec.  1,  Par.  (a),  of  these  rules,  the  whole  of  that  space  shall  be 
measured  and  added  to  the  gross  tonnage,  and  the  space  shall  not  thereafter 
be  exempted  from  measurement. 

pj£mgereaTnotabto  be  ^RT-  VI.  Spaces  for  the  use  or  possible  use  of  passengers  shall  not  be 

exempted.  exempted  from  measurement  except  as  stated  in  Article  IV,  section  1,  para- 

graph (a). 

In  case  of  Army  and  Navy  transports,  colliers,  supply  ships,  and  hospital 

ships  as  defined  in  Article  I,  the  term  "passengers"  shall  include  all  officers, 

enlisted  men,  and  other  persons  who  are  not  assigned  to  duty  and  who  are 

not  duly  inscribed  on  the  ship's  rolls. 

ehI?gISaseareponp^ybibie  ^RT-  Vil.  If  any  ship  carries  stores,  timber,  cattle,  or  other  cargo  in  any 

spire oceuSedbytJgo  sPace  upon  an  open  deck  not  permanently  covered  or  in  spaces  exempted 

sp^noTSennSenti? under  Art-  IV>  Sec-   ]>  Pars-  (a)   and  (b)  of  tliese  rules>  all  tolls  and  other 

covered  and  closed  in.    CQarges  payable  on  the  vessel's  net  toimage  shall  be  payable  upon  the  vessel's 

net  tonnage  (as  defined  below  in  Articles  X  and  XII)  increased  by  the  tonnage 
of  the  space  occupied  (at  the  time  at  which  the  tolls  or  other  charges  become 
payable)  by  the  goods  carried  upon  deck  and  not  permanently  covered  or 
closed-in.  The  deck  space  occupied  by  the  goods  thus  carried  shall  be  deter- 
mined at  the  time  of  the  application  of  the  vessel  for  passage  through  the 
canal  and  shall  be  deemed  to  be  the  space  limited  by  the  area  occupied  by  the 
goods  and  by  straight  lines  inclosing  a  rectangular  space  sufficient  to  include 
the  goods.  The  tonnage  of  the  space  occupied  by  the  goods  shall  be  ascertained 
in  the  manner  prescribed  below  by  Article  IX,  Rule  I,  for  the  measurement  of 
poops  or  other  closed-in  spaces. 

Nothing  in  this  article  shall  hi  any  manner  affect  the  provisions  of  Articles 
II,  III,  and  IV. 
Measurement  of  the  Art.  VIII.  The  cubical  contents  of  the  spaces  included,  bv  these  rules,  in 

cubical      contents      of  .  .  ,       ,--  - 

spaces  may  be  by  the  gross  tonnage  mav,  ui  any  country  where  the  Moorsom  system  ot  measurement 

Moorsom  system  in  each  ,  ijii  i-ii^i  t    j    • 

country,  or  by  the  Moor-  has  been  adopted,  be  ascertained  under  that  system  as  applied  m  measurmg 

scribedyinethese  ruies1^  vessels  for  national  registry,  provided  that  system  is  substantially  similar  to 

the  Moorsom  system  of  measurement  as  set  forth  in  Article  IX  of  these  rules. 


MEASUREMENT   OP   VESSELS   FOR   PANAMA   CANAL.  233 

Art.  IX.  In  countries   that  have  not  adopted  the  Moorsom  system  of  n^f^SSSSTS 
measuring  spaces  within  vessels,  the  cubical  contents  of  any  of  the  spaces spaces- 
included  in  gross  tonnage  shall  be  ascertained  according  to  the  Moorsom  system 
as  set  forth  in  the  following  rules:  Rule  I  for  the  measurement  of  empty 
vessels;  Rule  II  for  laden  vessels;  Rule  III  for  open  vessels. 

Rule  I. — For  measuring  the  gross  tonnage  of  empty  vessels.  ni^uf"y°S.' 

Section  1.  The  length  for  the  admeasurement  of  ships  having  one  or 
more  decks  is  taken  on  the  tonnage  deck,  which  is — 

(a)  The  upper  deck  for  vessels  having  one  or  two  decks. 

(b)  The  second  deck  from  below  for  vessels  having  more  than  two  decks. 
Measure  the  length  of  the  ship  in  a  straight  line  along  the  upper  side  of  the 

tonnage  deck  from  the  inside  of  the  inner  plank  (average  thickness)  at  the  side 
of  the  stem  to  the  inside  of  the  midship  stern  timber  or  plank  there,  as  the  case 
may  be  (average  thickness),  deducting  from  this  length  what  is  due  to  the 
rake  of  the  bow  in  the  thickness  of  the  deck  and  what  is  due  to  the  rake 
of  the  stern  timber  in  the  thickness  of  the  deck,  and  also  what  is  due  to  the  rake 
of  the  stern  timber  in  one-third  of  the  round  of  the  beam;  divide  the  length  so 
taken  into  the  number  of  equal  parts  required  by  the  following  table,  according 
to  the  class  in  such  table  to  which  the  ship  belongs : 

Class  1 :  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measure- 
ment, 50  feet  long  or  under,  into  4  equal  parts. 

Class  2 :  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measure- 
ment, above  50  feet  long  and  not  exceeding  120  feet,  into  6  equal  parts. 

Class  3 :  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measure- 
ment, above  120  feet  long  and  not  exceeding  180  feet,  into  8  equal  parts. 

Class  4 :  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measure- 
ment, above  180  feet  long  and  not  exceeding  225  feet,  into  10  equal  parts. 

Class  5 :  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measure- 
ment, above  225  feet  long,  into  12  equal  parts.1 

In  the  case  of  a  break  or  breaks  in  a  double-bottom  for  water  ballast,  the 
length  of  the  vessel  is  to  be  taken  in  parts  according  to  the  number  of  breaks, 
and  each  part  divided  into  a  number  of  equal  parts  according  to  the  class  in 
the  above  table  to  which  such  length  belongs. 

Sec.  2.  Then  the  hold  being  first  sufficiently  cleared  to  admit  of  the 
required  depths  and  breadths  being  properly  taken,  find  the  transverse  area  of 
the  ship  at  each  point  of  division  of  the  length  or  each  point  of  division  of  the 
parts  of  the  length,  as  the  case  may  require,  as  follows:  Measure  the  depth  at 
each  point  of  division,  from  a  point  at  a  distance  of  one-third  of  the  round  of 
the  beam  below  the  tonnage  deck,  or,  in  case  of  a  break,  below  a  line  stretched 
in  continuation  thereof,  to  the  upper  side  of  the  floor  timber  (upper  side  of  the 
inner  plating  of  the  double  bottom)  at  the  inside  of  the  limber  strake,  after 
deducting  the  average  thickness  of  the  ceiling  which  is  between  the  bilge 
planks  and  the  limber  strake,  subject,  however,  to  the  provisions  of  these  rules, 
Article  IV,  section  4,  regarding  the  measurement  or  exemption  of  double- 
bottom  spaces.  In  the  case  of  a  ship  constructed  with  a  double-bottom  for 
water  ballast  if  the  space  between  the  inner  and  outer  plating  thereof  is  not 
available  for  the  carriage  of  cargo,  stores,  feed-water,  coal,  or  other  fuel,  then 
the  depth  shall  be  taken  to  be  the  upper  side  of  the  inner  plating  of  the  double- 
bottom,  and  that  upper  side  shall,  for  the  purposes  of  measurement,  be  deemed 
to  represent  the  floor  timber  of  the  vessel.  This  rule  for  measuring  the  depth 
of  the  hold  applies  to  double-bottom  ships  having  top  of  double  bottom  not 
horizontal. 

i  A  greater  number  of  divisions  is  permissible  provided  there  be  an  even  number  of  divisions. 
61861°— 13 16 


234  MEASUREMENT   OF   VESSELS   FOB  PANAMA   CANAL. 

If  the  depth  at  the  midship  division  of  the  length  does  not  exceed  16  feet, 
divide  each  depth  into  5  equal  parts;  then  measure  the  inside  horizontal 
breadth  at  each  of  the  four  points  of  division,  and  also  at  the  upper  point  of 
the  depth,  extending  each  measurement  to  the  average  thickness  in  that 
part  of  the  ceiling  which  is  between  the  points  of  measurement.  Number 
these  breadths  from  above  (i.  e.,  numbering  the  upper  breadth  1,  and  so  on 
down  to  the  fifth  breadth);  multiply  the  second  and  fourth  by  4,  and  the 
third  by  2;  add  these  products  together,  and  to  the  sum  add  the  first  breadth 
and  the  fifth.  Multiply  the  quantity  thus  obtained  by  one-third  of  the  common 
interval  between  the  breadths,  and  the  product  shall  be  deemed  the  trans- 
verse area  of  the  upper  part  of  the  section;  then  find  the  area  between  the 
fifth  and  lower  point  of  the  depth  by  dividing  the  depth  between  such  points 
into  four  equal  parts,  and  measure  the  horizontal  breadths  at  the  three  points 
of  division  and.  also  at  the  upper  and  lower  points,  and  proceed  as  before,  and 
the  sum  of  two  parts  shall  be  deemed  to  be  the  transverse  area;  but  if  the 
midship  depth  exceed  16  feet,  divide  each  depth  into  7  equal  parts  instead 
of  5,  and  measure,  as  before  directed,  the  horizontal  breadths  at  the  six 
points  of  division,  and  also  at  the  upper  point  of  the  depth;  number  them  from 
above,  as  before;  multiply  the  second,  fourth,  and  sixth  by  4,  and  the  third  and 
fifth  by  2;  add  these  products  together,  and  to  the  sum  add  the  first  breadth 
and  the  seventh.  Multiply  the  quantity  thus  obtained  by  one-third  of  the 
common  interval  between  the  breadths,  and  the  products  shall  be  deemed  the 
transverse  area  of  the  upper  part  of  the  section;  then  find  the  lower  part  of 
the  area  as  before  directed,  and  add  the  two  parts  together,  and  the  sum  shall 
be  deemed  to  be  the  transverse  area. 

This  section  applies  to  vessels  with  double  bottoms,  the  tops  of  which  have 
a  rise  from  the  middle  line  to  each  side.  In  vessels  in  which  the  top  of  the 
double  bottom  is  horizontal,  or  in  which  there  is  no  double  bottom,  the  depths 
are  to  be  divided  by  4  or  6  (instead  of  5  or  7),  according  as  their  midship 
depths  do  not  or  do  exceed  16  feet  respectively.  In  such  cases  no  subdivision 
of  the  lower  part  is  to  be  made. 

Sec.  3.  Number  the  transverse  sections  or  areas  respectively  1,  2,  3,  etc., 
No.  1  being  at  the  extreme  limit  of  the  length  at  the  bow,  or  of  each  part  of  the 
length,  and  the  last  number  at  the  extreme  limit  of  the  length  at  the  stern  or 
the  extreme  limit  at  the  after  end  of  each  part  of  the  length;  then,  whether 
the  length  be  divided  according  to  the  table  into  4  or  12  parts,  as  in  classes  1 
and  5,  or  any  intermediate  number,  as  in  classes  2,  3,  and  4,  multiply  the  second 
and  every  even-numbered  area  by  4,  and  the  third  and  every  odd-numbered 
area  (except  the  first  and  last)  by  2 ;  add  these  products  together,  and  to  the 
sum  add  the  first  and  last,  if  they  yield  anything;  multiply  the  quantity  thus 
obtained  by  one-third  of  the  common  interval  between  the  areas,  and  the  product 
will  be  the  cubical  contents  of  the  space,  or  cubical  contents  of  each  part  if  the 
ship  is  measured  in  parts  under  the  tonnage  deck.  The  tonnage  of  this  volume 
is  obtained  by  dividing  it  by  100,  if  the  measurements  are  taken  in  English 
feet,  and  by  2. S3  if  the  measurements  are  taken  in  meters.  The  multiplier 
0.353  may  be  used  instead  of  the  divisor  2.83. 

Sec.  4.  If  the  ship  has  a  third  deck  the  tonnage  of  the  space  between  it  and 
the  tonnage  deck  shall  be  ascertained  as  follows:  Measure  in  feet  the 
inside  length  of  the  space  at  the  middle  of  its  height  from  the  plank  at  the 
side  of  the  stem  to  the  lining  on  the  timbers  at  the  stern,  and  divide  the  length 
into  the  same  number  of  equal  parts  into  which  the  length  of  the  tonnage  deck 
is  divided,  as  above  directed;  measure  (also  at  the  middle  of  its  height)  the 
inside  breadth  of  the  space  at  each  of  the  points  of  division,  also  the  breadth  at 


MEASUREMENT    OF   VESSELS   FOB   PANAMA   CANAL.  235 

the  stem  and  the  breadth  at  the  stern;  number  them  successively  1,  2,  3,  etc., 
commencing  at  the  stem ;  multiply  the  second  and  all  the  other  even-numbered 
breadths  by  4,  and  the  third  and  all  the  other  odd-numbered  breadths  (except 
the  first  and  last)  by  2;  to  the  sum  of  these  products  add  the  first  and  last 
breadths ;  multiply  the  whole  sum  by  one-third  of  the  common  interval  between 
the  breadths,  and  the  result  will  give  in  superficial  feet  the  mean  horizontal  area 
of  the  space;  measure  the  mean  height  of  the  space,  and  multiply  by  it  the  mean 
horizontal  area,  and  the  product  will  be  the  cubical  contents  of  the  space;  divide 
this  product  by  100  (or  by  2.83  if  the  measurements  are  taken  in  meters)  and 
the  quotient  shall  be  deemed  to  be  the  tonnage  of  the  space,  and  shall  be  added 
to  the  tonnage  of  the  ship  ascertained  as  aforesaid ;  and  if  the  ship  has  more  than 
three  decks,  the  tonnage  of  each  space  between  decks  above  the  tonnage  deck 
shall  be  severally  ascertained  in  the  manner  above  described,  and  shall  be  added 
to  the  tonnage  of  the  ship  ascertained  as  aforesaid. 

Sec.  5.  If  there  be  a  break,  a  poop,  or  any  other  permanently  covered  or 
closed-in  space  on  or  above  the  upper  deck  (as  defined  above  in  Article  III) 
the  tonnage  of  such  space  shall  be  ascertained  as  follows:  Measure  the  internal 
mean  length  of  the  space  in  feet,  and  divide  it  into  two  equal  parts ;  measure  at 
the  middle  of  its  height  three  inside  breadths,  namely,  one  at  each  end  and  the 
other  at  the  middle  of  the  length;  then  to  the  sum  of  the  end  breadths  add  four 
times  the  middle  breadth,  and  multiply  the  whole  sum  by  one-third  of  the 
common  interval  between  the  breadths;  the  product  will  give  the  mean  hori- 
zontal area  of  the  space;  then  measure  the  mean  height  and  multiply  by  it 
the  mean  horizontal  area;  divide  the  product  by  100  (or  by  2.83  if  the  measure- 
ments are  taken  in  meters)  and  the  quotient  shall  be  deemed  to  be  the  tonnage 
of  the  space. 

Sec.  6.  In  measuring  the  length,  breadth,  and  height  of  the  general  volume 
of  the  ship  or  that  of  the  other  spaces,  reduce  to  the  mean  thickness  the  parts 
of  the  ceiling  which  exceed  the  mean  thickness.  When  the  ceiling  is  absent, 
or  when  it  is  not  permanently  fixed,  the  length  and  breadth  shall  be  reckoned 
from  the  main  frames  of  the  ship,  not  from  the  web  or  belt  frames.  The  same 
principle  is  to  hold  in  the  case  of  deck  erections,  that  is,  the  breadth  is  to  be 
reckoned  from  the  main  framing  or  stiffeners  of  the  same,  when  ceiling 
is  not  fitted.  When  the  main  framing  of  the  ship  is  curved  or  carried 
upward  and  inboard  so  as  to  permit  the  building  of  topside  tanks  or  compart- 
ments outboard  of  the  main  framing,  the  breadth  of  the  ship  shall  be 
reckoned  from  the  outboard  framing  of  such  outboard  tanks,  thus  including 
these  tanks  in  the  measurement. 

Rule  II. — For  measuring  the  gross  tonnage  of  laden  ships. 

Sec.  7.  When  ships  have  cargo  on  board,  or  when  for  any  other  reason    Rule  for  the  measare- 
their  tonnage  can  not  be  ascertained  by  means  of  Rule  I,  proceed  in  the  fol- 
lowing maimer: 

Measure  the  length  on  the  uppermost  full-length  deck  from  the  outside 
of  the  outer  plank  at  the  stem  to  the  aft  side  of  the  sternpost,  deducting  there- 
from the  distance  between  the  aft  side  of  the  sternpost  and  the  rabbet  of  the 
sternpost  at  the  point  where  the  counterplank  crosses  it.  Measure  also  the 
greatest  breadth  of  the  ship  to  the  outside,  of  the  outer  planking  or  wales 
at  the  middle  perpendicular.  Then,  having  first  marked  on  the  outside  of  the 
ship  on  both  sides  thereof  the  height  of  the  uppermost  full-length  deck  at  the 
ship's  sides,  girt  the  ship  at  the  middle  perpendicular  in  a  direction  perpen- 
dicular to  the  keel  from  the  height  so  marked  on  the  outside  of  the  ship,  on 
the  one  side,  to  the  height  so  marked  on  the  other  side,  by  passing  a  chain  under 


236  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

the  keel;  to  half  the  girth  thus  taken  add  half  the  main  breadth;  square  the  sum, 
multiply  the  result  by  the  length  of  the  ship  taken  as  aforesaid,  then  multiply 
this  product  by  the  factor  0.17  in  the  case  of  ships  built  of  wood,  and  by  the 
factor  0.18  in  the  case  of  ships  built  of  iron  or  steel.  The  product  will  give 
approximately  the  cubical  contents  of  the  ship,  and  the  tonnage  can  be  ascer- 
tained by  dividing  by  100  or  by  2.83,  according  as  the  measurements  are  taken 
in  English  feet  or  in  meters. 

Sec.  8.  If  there  be  a  break,  a  poop,  or  other  permanently  covered  and  closed- 
in  spaces  (as  denned  above  in  Article  III)  on  or  above  the  uppermost  full- 
length  deck,  the  tonnage  of  such  spaces  shall  be  ascertained  by  multiplying 
together  the  mean  inside  length,  breadth,  and  depth  of  such  spaces  and  dividing 
the  product  by  100,  or  2.83,  according  as  the  measurements  are  taken  in  English 
feet  or  meters,  and  the  quotient  so  obtained  shall  be  deemed  to  be  the  tonnage 
of  the  spaces,  and  shall  be  added  to  the  other  tonnage  in  order  to  determine 
the  gross  tonnage  or  total  capacity  of  the  ship. 

Rule  III. — For  measurement  of  open  vessels. 

mentVt'open "  Sec.  9-  ^n  ascertaining  the  tonnage  of  open  ships,  the  upper  edge  of  the 

upper  strake  of  the  shell  plating  is  to  form  the  boundary  line  of  measurement, 
and  the  depths  shall  be  taken  from  an  athwartship  line,  extended  from  upper 
edge  to  upper  edge  of  the  said  strake  at  each  division  of  the  length. 

DEDUCTIONS  FROM    THE    GROSS   TONNAGE  TO  ASCERTAD*  THE  NET  TONNAGE. 
(a)    DEDUCTIONS    FOR   VESSELS   NOT    PROPELLED    BY    ENGINES. 

Art.  X.  The  following  spaces  (enumerated  below  in  sees.  1  to  10  of  this 
article)  shall  be  deducted  from  the  gross  tonnage  in  order  to  ascertain  the 
net  tonnage  of  vessels  not  propelled,  iy  engines,  and  no  other  spaces  shall  be 
deducted.  Unless  otherwise  expressly  stipulated,  these  spaces  shall  be  deducted 
whether  located  above  or  below  the  upper  deck. 

The  volume  or  cubical  contents  of  deducted  spaces  shall  be  ascertained  in 
the  manner  specified  in  Article  VIII  or  Article  IX  of  these  rules.  The  remainder, 
resulting  from  deducting  from  the  total  space  included  in  gross  tonnage  the 
sum  of  the  cubical  contents  of  the  spaces  whose  deduction  from  gross  tonnage 
is  permitted  by  these  rules,  shall  be  the  net  or  register  tonnage  of  vessels  not 
propelled  by  engines  and  unrigged  craft  upon  which  tolls  and  other  charges 
based  upon  tonnage  shall  be  paid  by  vessels  of  commerce,  Army  and  Navy 
transports,  colliers,  supply  ships,  and  hospital  ships  (as  denned  in  Art.  I)  for 
passage  through  the  Panama  Canal.  One  hundred  cubic  feet,  or  2.83  cubic 
meters,  shall  constitute  one  gross  or  net  ton. 

Spaces  for  the  use,  or  possible  use,  of  passengers  (as  denned  in  Art.  VI) 
shall  not  be  deducted  from  the  gross  tonnage,  except  in  so  far  as  their  deduc- 
tion may  be  specifically  provided  for  in  the  following  sections  (1  to  10)  of  this 
article  of  these  rules. 
ande  raJgoncarrfied0ra  Spaces  available  f or  the  stowage  of  stores  (other  than  boatswain's  stores)  or 

por™s  a°om>R!ysippiy  cai'g°  SQau  not  be  deducted  from  gross  tonnage.     In  case  of  Army  and  Navy 
shipsl  and  hospital  transports,  colliers,  supply  ships,  and  hospital  ships,  as  defined  in  Article  I, 
the  term  "stores  (other  than  boatswain's  stores)  or  cargo"  shall  include,  in 
addition  to  goods  or  cargo  ordinarily  carried  as  freight  on  vessels  of  commerce, 
the  following  articles : 

On  transports,  food,  stores,  luggage,  accouterments,  and  equipment  for 
passengers. 

On  colliers,  coal,  coaling  gear,  and  fuel  oil  not  for  the  use  of  the.  colliers. 


MEASUREMENT   OP   VESSELS   FOR   PANAMA   CANAL.  237 

On  supply  ships,  stores,  supplies  of  all  kinds,  distilling  machinery  and  dis- 
tilled water  (other  than  feed  water  stored  in  double-bottom  compartments), 
machines,  tools  and  material  for  repair  work,  mines  and  mining  material,  tor- 
pedoes, arms,  and  ammunition. 

On  hospital  ships,  food  stores  for  pasengers,  medical  stores,  and  hospital 
equipment. 

Guns  mounted  on  transports  and  supply  ships,  for  defense  of  the  ships, 
and  ammunition  required  for  use  in  such  guns  shall  not  be  classed  as  cargo. 

~  ,      mi         .  .    .1  ,  ■  •     i    i_  Deductions  from  gross 

Section  1.  Ihe  tonnage  oi  the  spaces  or  compartments  occupied  by,  or  tonnage  allowed  vessels 
appropriated  to  the  use  of,  the  officers  and  crew  of  the  vessel  shall  be  deducted.  gines?rope  e 
The  term  "officers  and  crew"  shall  include  the  personnel  inscribed  on  the  ship's 
rolls,  i.  e.,  the  ship's  officers,  engineers,  doctors,  apothecary,  sick  attendants, 
sailors,  apprentices,  firemen,  mechanics,  and  wireless  operators;  but  shall  not 
include  clerks,  pursers,  stewards,  and  other  members  of  the  personnel  provided 
by  the  ship  for  the  care  of  the  passengers.  The  spaces  or  compartments 
occupied  by  the  officers  and  crew  shall  include  their  berthing  accommoda- 
tions, spaces  provided  for  medical  attention,  mess  rooms,  ward  and  dressing 
rooms,  bath  and  wash  rooms,  water-closets,  latrines,  lavatories,  or  privies  for 
then  exclusive  use,  and  passageways  exclusively  serving  these  spaces. 

Sec.  2.  On  hospital  ships  the  spaces  or  compartments  occupied  by  doctors, 
apothecary,  and  sick  attendants  duly  inscribed  on  the  ship's  rolls,  shall  form 
part  of  the  deduction  under  section  1  of  this  article.  Spaces  provided  for  the 
medical  attention  of  the  officers  and  crew  of  a  hospital  ship  shall  likewise  be 
deducted;  but  spaces  fitted  for  the  transportation,  or  for  the  medical  attention, 
of  other  persons  than  those  duly  listed  in  the  ship's  rolls  shall  not  be  deducted. 

Sec.  3.  The  space  occupied  by  the  master's  cabin  shall  be  deducted. 

Sec.  4.  Cook  houses,  galleys,  bakeries,  laundries,  and  rooms  for  ice 
machines,  when  used  exclusively  to  serve  the  officers  and  crew,  and  the  con- 
denser space,  and  distilling  rooms,  when  used  exclusively  for  condensing  and 
distilling  the  water  for  the  officers  and  crew,  shall  be  deducted. 

Sec.  5.  Spaces  used  for  the  anchor  gear,  steering  gear,  and  capstan;  the 
wheel  house,  the  dynamo  rooms;  the  chart  room  used  exclusively  for  keeping 
charts,  signals,  and  other  instruments  of  navigation;  lookout  houses;  spaces 
for  keeping  electric  searchlights  and  wireless  telegraph  appliances ;  and  other 
spaces  actually  used  in  the  navigation  of  the  ship,  shall  be  deducted.  Such 
spaces  upon  vessels  of  commerce  as  may  be  devoted  to  the  mounting  of  guns 
and  to  the  stowage  of  ammunition  for  the  guns  thus  mounted  shall  be 
deducted.  The  deduction  of  all  spaces,  other  than  those  devoted  to  the 
mounting  of  guns,  enumerated  in  this  section  must  be  reasonable  in  extent 
and  be  subject  to  the  limitations  stipulated  below  in  Article  XI. 

Sec.  6.  In  case  of  a  ship  propelled  wholly  by  sails,  any  space,  not  exceed- 
ing 2\  per  cent  of  the  gross  tonnage,  used  exclusively  for  storage  of  sails  shall 
be  deducted. 

Sec.  7.  Spaces  used  exclusively  for  boatswain's  stores  shall  be  deducted. 
The  deduction  is  not,  however,  to  exceed  1  per  cent  of  the  gross  tonnage  in 
ships  of  1,000  tons  gross  and  upwards,  nor  more  than  75  tons  in  any  ship 
however  large.  In  vessels  from  500  to  1 ,000  tons  gross  the  limit  is  fixed  at 
10  tons  and  in  vessels  from  150  to  500  tons  at  not  more  than  2  per  cent  of  the 
gross  tonnage.     In  vessels  under  150  tons  at  not  more  than  3  tons. 

Sec.  8.  The  space  occupied  by  donkey  engine  and  boiler  shall  be  deducted 
if  the  donkey  engine  and  boiler  are  connected  with  the  mam  pumps  of  the 
ship,  or  if  they  are  located  in  a  permanently  covered  or  closed-in  structure  on 
or  above  the  upper  deck. 

Sec.  9.  Passages  and  passageways  shall  be  deducted  if  they  serve  deducted 
spaces  exclusively  for  the  officers  and  crew. 


238  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Sec.  10.  Water-ballast  spaces,  other  than  spaces  in  the  vessel's  double 
bottom,  shall  be  deducted  if  they  are  adapted  only  for  water  ballast,  have  only 
ordinary  manholes  for  access  and  are  not  available  for  the  carriage  of  cargo, 
stores,  or  fuel.  If  used  to  carry  oil  or  other  fuel,  these  spaces  shall  be  regarded 
as  part  of  the  vessel's  fuel  space  and  shall  not  be  subject  to  separate  deduction. 
usJofeex^pMSspaces  Art.  ^-  Each  of  the  spaces  enumerated  in  Article  X,  sections  1  to  10,  unless 

natiinanaws°rding  t0  otherwise  specifically  stated,  shall  be  subject  to  such  conditions  and  require- 
ments as  to  marking  or  designation  and  use  or  purpose  as  are  contained  in  the 
navigation  or  registry  laws  of  the  several  countries,  but  no  space,  other  than  fuel 
spaces  deducted  under  Article  XIII  of  these  rules,  shall  be  deducted  unless 
the  use  to  which  it  is  to  be  exclusively  devoted  has  been  appropriately  desig- 
nated by  official  marking.  In  no  case,  however,  shall  an  arbitrary  maximum 
limit  be  fixed  to  the  aggregate  deduction  made  under  Article  X. 

(B)    DEDUCTIONS    FOR    VESSELS    PROPELLED    BY    ENGINES. 

Art.  XII.  The  net  or  register  tonnage  upon  which  tolls  and  other  charges 
based  upon  tomiage  shall  be  paid  by  vessels  of  commerce,  Army  and  Navy 
transports,  colliers,  supply  ships,  and  hospital  ships,  as  defined  in  Article  I,  pro- 
pelled by  engines,  for  passage  through  the  Panama  Canal,  shall  be  the  tonnage 
remaining  after  the  following  deductions  have  been  made  from  the  gross  tonnage. 
One  hundred  cubic  feet,  or  2.83  cubic  meters,  shall  constitute  1  gross  or  net 
ton.  Vessels  propelled  partly  by  sails  and  partly  by  engines  shall  be  classed  as 
"vessels  propelled  by  engines:" 
ton^aUowed^SIs  Section  1 .  The  spaces  specified  above  in  Article  X  shall  be  deducted  from 

propelled  by  engines,  j^g  Space  included  in  gross  tonnage  to  ascertain  net  tonnage  in  the  case  of 
vessels  propelled  by  engines  as  in  the  case  of  vessels  not  propelled  by  engines. 

Sec.  2.  The  space  occupied  by  the  engines,  boilers,  coal  bunkers,  fuel-oil 
tanks,  double-bottom  fuel  and  feed-water  compartments,  shaft  trunks  of  vessels 
with  screw  propellers,  spaces,  within  a  closed-in  side-to-side  erection,  that  are 
framed  in  around  the  funnels  or  that  are  required  for  the  introduction  of  fight 
and  air  to  the  engine  room  to  the  extent  that  the  framed-m  spaces  around  the 
funnels  and  the  light  and  air  casings  are  located  below  the  deck  or  covering 
of  the  first  or  lowest  tier  of  such  erections,  if  any,  on  the  upper  deck,  as  defined 
in  Article  IV,  section  3,  and  are  contained  in  closed-in  side-to-side  erections, 
spaces  necessary  for  the  proper  working  of  the  engines,  and  spaces  occupied  by 
the  donkey  engine  and  boiler  when  situated  within  the  boundary  of  the  engine 
room  or  within  the  fight  and  air  cashigs  above  the  engine  room  and  when  used 
in  connection  with  the  main  machinery  for  propelling  the  vessel.  When  the 
shafts  of  screw  propellers  pass  through  open  spaces  not  inclosed  within  tun- 
nels, the  spaces  allowed  in  lieu  of  the  tunnels  must  be  of  reasonable  dimen- 
sions suitable  for  the  vessel  in  question.  When  any  portion  of  the  engine  or 
boiler  rooms  is  occupied  by  a  tank  for  fresh  water,  the  space  thus  taken  up 
shall  not  be  deducted. 

Donkey-engine  and  boiler  spaces,  when  deducted  according  to  Article 
XIV  below,  shall  not  be  made  a  separate  deduction. 

The  portion  of  the  framed-in  spaces  around  the  funnels  and  of  the  light 
and  air  casings  that  extend  above  the  deck  or  covering  of  the  first  or  lowest 
tier  of  side-to-side  erections,  if  any,  on  the  upper  deck,  as  denned  in  Article 
IV,  section  3,  and  surrounding  the  said  space  or  spaces  are  exempted  from 
measurement  and  form  no  part  of  the  space  deducted  under  this  section. 

Sec.  3.  The  deductions  made  for  propelling  power,  including  all  those 
provided  for  in  section  2  of  this  article,  shall  in  no  case  exceed  50  per  cent  of 
the  gross  tonnage,  except  in  case  of  tugs  employed  exclusively  as  tugs.     In 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  239 

other  respects  the  spaces  enumerated  in  section  2  shall,  except  as  otherwise 
specifically  stated,  be  subject  to  the  requirements  as  to  designation  or  marking 
and  use  or  purpose  contained  in  the  navigation  or  registry  laws  of  the  several 
countries. 

Sec.  4.  The  deductions  made  for  propelling  power  provided  form  section  2 
of  this  article  shall  be  made  according  to  the  provisions  of  Article  XIII  or  of 
Article  XIV,  as  the  owner  of  the  vessel  may  elect. 

Sec.  5.  Double-bottom  compartments  that  are  set  aside  to  be  used  exclu- 
sively for  the  stowage  of  feed  water  for  the  ship's  boilers  shall  be  deducted. 

Art.  XIII.  In  ships  that  do  not  have  fixed  bunkers,  but  transverse  dJS^TS'Jtt 
bunkers  with  movable  partitions,  with  or  without  lateral  bunkers,  and  in  ships  abi^pStittoS^or'Sw- 
with  fuel  tanks  or  double-bottom  fuel  compartments  which  may  be  used  to  mlntsthat maybeS 
stow  cargo  or  stores,  measure  the  space  occupied  by  the  engine  rooms,  and  add  t0  stow  carg0  or  stores- 
to  it  for  vessels  with  screw  propellers  75  per  cent  and  for  vessels  with  paddle 
wheels  50  per  cent  of  such  space. 

By  the  space  occupied  by  the  engine  rooms  is  to  be  understood  that 
occupied  by  the  engine  room  itself  and  the  boiler  room,  together  with  the  spaces 
strictly  required  for  the  working  of  the  engines  and  boilers,  with  the  addition  of 
the  spaces  taken  up  by  shaft  trunks  (in  vessels  with  screw  propellers) ,  the  spaces 
which  inclose  the  funnels  and  the  casings  necessary  for  the  admission  of  light 
and  air  into  the  engine  room  to  the  extent  that  such  spaces  are  located  below 
the  upper  deck  or  below  a  deck  with  openings  (usually  designated  as  tonnage 
openings)  which  may  be  so  closed  as  to  permit  the  carriage  of  cargo  or  stores 
under  the  deck  or  a  portion  thereof,  and  donkey-engine  and  boiler  spaces  when 
the  donkey  engine  and  boiler  are  situated  within  the  boundary  of  the  main 
engine  room  or  of  the  light  and  air  casing  above  it  and  when  they  are  used  in 
connection  with  the  main  machinery  for  propelling  the  vessel.  When  the 
shafts  of  screw  propellers  pass  through  open  spaces  not  inclosed  within  tun- 
nels, the  spaces  allowed  in  lieu  of  tunnels  must  be  of  reasonable  dimensions 
suitable  for  the  vessel  in  question.  When  a  portion  of  the  space  within  the 
boundary  of  the  engine  or  boiler  rooms  is  occupied  by  a  tank  or  tanks  for  fuel 
oil  or  fresh  water,  the  space  considered  to  be  within  the  engine  room  shall  be 
reduced  by  the  space  taken  up  by  the  tank  or  tanks  for  fuel  oil  or  fresh  water. 

The  cubical  contents  of  the  above-named  spaces  occupied  by  the  engine 
room  shall  be  ascertained  in  the  following  manner:  Measure  the  mean  depth 
of  the  space  occupied  by  the  engines  and  boilers  from  its  crown  to  the  ceiling 
at  the  limber  strake;  measure  also  three,  or,  if  necessary,  more  than  three, 
breadths  of  the  space  at  the  middle  of  its  depth,  taking  one  of  such  measure- 
ments at  each  end  and  another  at  the  middle  of  the  length;  take  the  mean  of 
such  breadths;  measure  also  the  mean  length  of  the  space  between  the  fore- 
most and  aftermost  bulkheads  or  limits  of  its  length,  excluding  such  parts,  if 
any,  as  are  not  actually  occupied  by  or  required  for  the  proper  working  of  the 
engines  and  boilers.  Multiply  together  these  three  dimensions  of  length, 
breadth,  and  depth,  and  the  product  will  be  the  cubical  contents  of  the  space 
below  the  crown.  Then,  by  multiplying  together  the  length,  breadth,  and 
depth,  find  the  cubical  contents  of  the  space  or  spaces,  if  any,  which  are  framed 
in  for  the  machinery,  for  inclosing  the  funnels,  or  for  the  admission  of  light  and 
air,  and  which  are  located  between  the  crown  of  the  engine  room  and  the  upper- 
most deck  or  covering  of  the  first  or  lowest  tier  of  side-to-side  erections,  if  any, 
on  the  upper  deck,  as  defined  in  Art.  IV,  section  3.  Add  such  contents,  as 
well  as  those  of  the  space  occupied  by  the  shaft  trunk  and  by  any  donkey 
engine  and  boiler  located  within  the  boundary  of  the  engine  room  or  of  the  light 
and  air  casing  above  the  engine  room  and  used  in  connection  with  the  main 


240  MEASUREMENT   OF   VESSELS   FOB  PANAMA   CANAL. 

engines  for  propelling  the  ship,  to  the  cubical  contents  of  the  space  below  the 
crown  of  the  engine  room;  divide  the  sum  by  100  or  by  2.83,  according  as  the 
measurements  are  taken  in  feet  or  meters,  and  the  result  shall  be  deemed  to  be 
the  tomiage  of  the  engine  and  boiler  room  and  shall  be  the  tonnage  taken  as 
the  basis  for  calculating  the  deduction  for  propelling  power. 

If  in  any  ship  in  which  the  space  for  propelling  power  is  to  be  measured 
the  engines  and  boilers  are  in  separate  compartments,  the  contents  of  each 
compartment  shall  be  measured  separately  in  like  manner,  according  to  the 
above  method;  and  the  sum  of  the  tonnage  of  the  spaces  included  in  the 
several  compartments  shall  be  deemed  to  be  the  tonnage  of  the  engine  and 
boiler  rooms,  anil  shall  be  the  tonnage  taken  as  the  basis  for  calculating  the 
deduction  for  propelling  power. 
du^t?on'iOTBvSserwftS  Art.  XIV.  When  vessels  are  fitted  with  fixed  coal  bunkers  or  with  fuel-oil 
fue1iuuneomparrtmrants  tanks  or  double-bottom  fuel  compartments  which  can  not  be  used  to  stow 
stowCcanrgo0orb|tores' '°  cargo  or  stores,  and  when  such  bunkers,  tanks,  and  fuel  compartments  have 
been  certified  by  official  marking  to  be  spaces  for  the  vessel's  fuel,  the  deduc- 
tion for  propelling  power  may  either  be  in  accordance  with  the  provisions  of 
Article  XIII  above,  or  by  deducting  the  actual  tonnage  of  the  spaces  enu- 
merated in  Art.  XII,  Sec.  2  as  measured  in  accordance  with  the  following 
provisions,  as  the  owner  of  the  vessel  may  elect:  Measure  the  mean  length  of 
the  engine  and  boiler  room,  including  the  coal  bunkers.  Ascertain  the  area  of 
three  transverse  sections  of  the  ship  (as  set  forth  in  the  rules  given  in  Articles 
VIII  or  IX  for  the  calculation  of  the  gross  tonnage)  to  the  deck  which  covers 
the  engine.  One  of  these  three  sections  must  pass  through  the  middle  of  the 
aforesaid  length,  and  the  two  others  through  the  two  extremities.  Add  to  the 
sum  of  the  two  extreme  sections  four  times  the  middle  one,  and  multiply  the 
sum  thus  obtained  by  the  third  of  the  distance  between  the  sections.  This 
product  divided  by  100  if  the  measurements  are  taken  in  English  feet,  or  by 
2.83  if  they  are  taken  in  meters,  gives  the  tonnage  of  the  space  measured. 
If  the  engines,  boilers,  and  bunkers  are  in  separate  compartments,  measure 
each  compartment,  as  above  set  forth,  and  add  together  the  results  of  the 
several  measurements.  The  bunkers  measured  for  fuel  deduction  shall  include 
only  those  bunkers  that  are  absolutely  permanent,  from  which  the  coal  can  be 
trimmed  directly  into  the  engine  room  or  stokehole,  and  into  which  access  can 
be  obtained  only  through  the  ordinary  coal  chutes  on  deck  and  from  doors 
opening  into  the  engine  room  or  stokehole.  Thwartship  bunkers  that  can  be 
in  any  way  extended  are  not  to  be  included  in  the  measurements  for  deduc- 
tions. When  any  portion  of  the  engine  or  boiler  rooms  is  occupied  by  a  tank 
for  fresh  water,  the  space  considered  to  be  within  the  engine  and  boiler  rooms 
shall  be  reduced  by  the  space  taken  up  by  the  tank  for  fresh  water. 

The  contents  of  the  shaft  trunk  shall  be  measured  by  ascertaining,  and 
multiplying  together,  the  mean  length,  breadth,  and  height.  The  product 
divided  by  100,  or  2.83,  according  as  the  measurements  are  taken  in  English 
feet  or  in  meters,  gives  the  tonnage  of  such  space.  When  the  shafts  of  screw 
propellers  pass  through  open  spaces  not  inclosed  within  tunnels,  the  spaces 
allowed  in  lieu  of  tunnels  must  be  of  reasonable  dimensions  suitable  for  the 
vessel  in  question. 

The  tonnage  of  the  following  spaces  below  the  deck  or  covering  of  the  first 
or  lowest  tier  of  side-to-side  erections,  if  any,  on  the  upper  deck,  as  defined 
by  Art.  IV,  section  3,  is  ascertained  by  the  same  method,  viz:  (a)  The  spaces 
framed  in  around  the  funnels,  (b)  The  spaces  required  for  the  admission  of 
light  and  air  into  the  engine  room,  (c)  The  spaces,  if  any,  necessary  for  the 
proper  working  of  the  engines,     (d)  Spaces  occupied  by  the  donkey  engine  and 


MEASUREMENT   OF  VESSELS  FOR  PANAMA  CANAL.      •  241 

boiler  when  used  in  connection  with  the  main  engines  for  propelling  the  ship 
and  when  situated  within  the  boundary  of  the  engine  room  or  of  the  casing 
above  the  engine  room,  (.e)  Fuel-oil  tanks  and  double-bottom  compartments 
fitted  for  the  stowage  of  fuel  oil. 

Art.  XV.  Under  no  circumstances  shall  any  space  which  has  not  been  du^°edPunte™amduded 
included  in  the  gross  tonnage  be  deducted  from  gross  tonnage.  to  &oss  t°nnage. 

The  use  of  the  whole  or  any  portion  of  a  deducted  space,  other  than  fuel  use^edm^dbeSaddeSd  to 
spaces  deducted  under  Article  XIII,  to  stow  cargo  of  any  kind  or  stores  other  net  tonnage. 
than  boatswain's  stores,  or  to  provide  passenger  accommodations,  shall  be  evi- 
dence that  the  entire  space  thus  wholly  or  partially  occupied  is  a  part  of  the 
actual  earning  capacity  of  the  ship,  and  the  entire  space  shall  be  added  to,  and 
become  a  permanent  part  of,  the  net  tonnage  upon  which  Panama  Canal  tolls 
shall  be  collected. 

Art.  XVI.  Only  such  officials  as  are  authorized  in  the  several  foreign    officials    that    may 

.    .         ,        TT    .       .    0  -  i    ,        •  measure     vessels     and 

countries  and  m  the  United  states  to  measure  vessels  and  to  issue  tonnage  issue  certificates, 
certificates  for  purposes  of  national  registry,  and  such  other  officials  as  are 
authorized  by  the  President  of  the  United  States,  or  by  those  acting  for  him, 
to  measure  vessels  and  to  issue  Panama  Canal  tonnage  certificates,  shall  have 
authority  to  measure  vessels  for  Panama  navigation  or  to  issue  Panama  ton- 
nage certificates. 

Art.  XVII.  Tonnage  certificates  presented  at  the  Panama  Canal  shall  be  jJJXinder  tl^raiS 
subject  to  correction  by  the  official  or  officials  authorized  by  the  President  of  the  o^ciais^tn^Panaml 
United  States,  or  by  those  acting  for  him,  to  administer  these  measurement  Canal- 
rules,  in  so  far  as  may  be  necessary  to  make  the  certificates  conform  to  these 
rules.  t 

Art.  XVIII.  The  Panama  Canal  tonnage  certificates  issued  by  the  meas-  nagencaerSnca?esal  ton" 
urement  authorities  of  the  United  States  and  the  several  foreign  countries 
shall  correspond  in  substance  and  form  to  the  sample  certificate  appended  to 
these  rules.  Blank  certificates  in  English  will  be  furnished  by  the  Secretary 
of  War  or  the  Governor  of  the  Panama  Canal  upon  request  of  the  measure- 
ment authorities  of  foreign  countries.  The  measurement  authorities  of  any 
foreign  country  may  also  provide  themselves  with  Panama  Canal  measure- 
ment certificates  printed  in  English  or  in  the  language  of  the  foreign  country, 
provided  such  certificates  strictly  correspond  in  substance  and  form  to  the 
sample  certificate  appended  to  these  rules. 

RULES  APPLYING  TO  VESSELS  OF  WAR,   OTHER  THAN  ARMY  AND  NAVY  TRANS- 
PORTS,  COLLIERS,   SUPPLY  SHIPS,  AND  HOSPITAL  SHIPS. 

Art.  XIX.  The  toll  on  warships,  other  than  Army  and  Navv  transports,    Tolls  uP°n  warships 

...  •      i     i  •  i  i      •  ]■ sna"    be    levied    upon 

colliers,  supply  ships,  and  hospital  slups,  shall  be  based  upon  their  tonnage  of  actual      displacement 

,.       ,  .  ,  .  ,.         .         r  ,       upon  arrival  at  canal. 

actual  displacement  at  the  time  oi  their  apphcation  tor  passage  through  the 
canal.  The  displacement  tonnage  of  such  warships  shall  be  their  displacement 
before  the  vessels  have  taken  on  such  coal,  fuel  oil,  stores,  or  supplies  as  may 
be  purchased  and  taken  on  board  after  arrival  at  the  canal  for  transit  through 
the  same. 

Art.  XX.  "Warships"  in  the  meaning  of  Articles  XIX  to  XXIV  shall    "Warships"  denned. 
be  considered  to  be  all  vessels  of  war,  other  than  Army  and  Navy  transports, 
colliers,  hospital  ships,  and  supply  ships,  as  defined  in  Article  I.     Warships  are 
vessels  of  Government  ownership  that  are  being  employed  by  then-  owners 
for  military  or  naval  purposes. 


242  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

draft'  dew™hipson  to  Akt-  X^1-  EveiT    warship,    other    than    Army    and    Navy    transports, 

r^drbyS^^mrSioi  colliers,  supply  ships,  and  hospital  ships  (as  defined  in  Art.  I)  upon  applying 
Panama  canai.  for  passage  through  the  Panama  Canal  shall,  in  order  to  facilitate  the  ascer- 

tainment of  its  mean  draft,  be  anchored  or  placed  at  such  station  or  location 
as  shall  be  designated  by  the  Governor  of  the  Panama  Canal  or  by  the  officials 
authorized  to  act  for  him. 
warsrfimtodexiiibfiteach  Art.  XXII.  The  commander  of  every  warship,  other  than  Army  and  Navy 

iSdrar?ffiCement  sca'e  transports,  colliers,  supply  ships,  and  hospital  ships  (as  denned  in  Art.  I), 
applying  for  passage  through  the  Panama  Canal  shall  exhibit  for  examination 
by  the  Governor  of  the  Panama  Canal  or  by  the  officials  authorized  to  act  for 
the  Governor  of  the  Panama  Canal  an  official  document  containing  the  vessel's 
curve  of  displacement,  its  curves  for  addition  to  displacement  for  change  of 
trim,  and  a  scale  so  arranged  that  the  displacement  at  any  given  mean  draft 
is  shown.  Such  document  or  documents  shall  be  issued  and  be  certified  as 
correct  by  competent  authorities  of  the  Government  to  which  the  vessel 
belongs. 
tobedS'erniQFed^ndto  Art-  XXHL  The  actual  displacement  of  warships  shall  be  determined 

2  2«?ounds  *"  tons  °f  fr°m  their  official  displacement  scale  and  curves,  and  shall  be  expressed  in 
tons  of  2,240  pounds.  Should  the  displacement  scale  and  curves  of  a  warship 
show  or  state  the  vessel's  displacement  tonnage  in  metric  tons  of  2,204.62 
pounds,  the  tonnage  so  expressed  shall  be  multiplied  by  0.9842  for  the  purpose 
of  converting  the  tonnage  into  tons  of  2,240  pounds. 
dil.'iacementoT^r5-  Akt.  XXIV.  Should  any  warship,  other  than  Army  and  Navy  transports, 

d^pia^ement^caie^and  colliers,  supply  ships,  and  hospital  ships  (as  defined  in  Article  I)  apply  for 
^f™-  passage  through  the  Panama  Canal  and,  for  reasons  satisfactory  to  the  Gov- 

ernor of  the  Panama  Canal,  not  have  on  board  the  duly  certified  document  or 
documents  specified  in  Article  XXII,  the  Governor  of  the  Panama  Canal,  or 
the  officials  authorized  to  act  for  him,  shall  then  determine  the  displacement 
of  the  vessel,  using  such  reliable  data  as  may  be  available,  or  by  taking  such 
dimensions  of  the  vessel  and  using  such  approximate  methods  as  may  be  con- 
sidered necessary  and  practicable.  The  displacement  tonnage  so  determined 
shall  be  considered  to  be  the  displacement  of  the  vessel. 


PANAMA  CANAL 


TONNAGE  CERTIFICATE 


FOR  THE 


Ship 


0I801-— 13.      (To  [ace  page  242.) 


Name  of  Ship. 

Official  Number 
oi  Signal. 

Port  of   Registry. 

Tonnage  on  Certificate  of  National  Regiitry. 

Register  Breadth. 

Register  Depth. 

Grot*.                                           Net. 

i 

DETAILS  OF  PANAMA  CANAL  GROSS  TONNAGE. 


The 

spaces  measured  for  gross  tonnage  in  this  ship  comprise  the  following  and  no  others,  viz : 
1.  Space  or  spaces  under  the  tonnage  deck,  viz : 

Ton*  of   100       Cubic  feel  or  cubic 
.jubic  feet.                   meters. 

Torn  of  100  cubic 
feet. 

3.  Closed-in  spaces  under  or  in  permanent  constructions  on  or  above  the  uppermost  full  length  deck,  viz  : 

Tons  of  100 
cubic  feet. 

(g)  Round  houses  ._. tons,  tons,  tons tons, _. 

.  tons,  

tons 

"       tons, tons,  tons, .tons,  _ 

.  tons,  _ 

tons| 

(h)  Side  houses tons,  tons,  tons, tons,  

"        "      tons,    „  tons .tons,  tons, 

.  tons,  

.  tons,  

tons ) 

tons | 

(i)  Companion  house  or  companionway  (dimensions  and  tonnage  of  part  used  as  smoking  room  or  for  other  special 

purposes) 

(j)   Passageways  serving  measured  spaces _ 

(k)  Cookhouses,  galleys,  bakeries,  and  condenser  spaces __ 

(1)   Lavatories,  water-closets,  latrines,  privies,  toilets,  wash  and  bath  rooms  .. 

(m)  Wheelhouses,  chart  house,  house  for  donkey  engine  and  boiler,  spaces  for  anchor  gear,  steering  gea 
houses,  and  other  closed-m  spaces  used  in  working  the  ship 

and  capstan,  lookout 

(n)  Sail  room    . . ., 

(o)  Boatswain's  stores _  _ 

(p)  Hatchways. „ tons, tons, tons tons,  ... 

..  tons, 

tons; 

- tons, tons, _ tons,                    tons, 

..  tons, 

tons* 

Excess  above  one-half  per  cent  of  the  gross  tonnage  as  figured  above 

---1 

Total  closed-in  spaces  on  or  above  the  uppermost  full  length  deck 

PANAMA  CANAL  GROSS  TONNAGE*   .. 

*  For  spaces  not  included  in  Gross  and  Nel  Tonnage,  see  page  A  of  this  Certificate. 


DEDUCTIONS  FROM  GROSS  TONNAGE* 

1.  Crew  accommodations,  viz: 

(a)  Berthing  accommodations  and  passageways  serving  them  (name  them): — Seamen tons,  firemen tons, 

quartermasters tons,  tons, tons, tons. 

(b)  Mess  rooms,  ward  and  dressing  rooms,  bath  and  wash  rooms,  medical  attention  rooms,  etc.,  if  separate  from  berthing 

accommodations - 

2.  Officers'  accommodations  and  passageways  serving  them.      (State  dimensions  and  tonnage.) 

(a)  Berthing  accommodations:   (Name  them) :     Chief  officer  tons, 

2d  officer  - — tons, tons, 

chief  engineer tons,  2d  engineer ...  tons, 

3d  engineer tons, . tons, 

boatswain .. ...  tons,  carpenter. _ _ tons, 

-  tons tons. 

(b)  Mess  rooms:      Officers tons, tons, 

Engineers tons,  petty  officers  tons. 

(c)  Bath  and  wash  rooms:     Officers .... Ions,      tons. 

Engineers tons,  petty  officers. tons. 

(d)  Doctor's  cabin - 

(e)  Master's  cabin - .. 

3.  Cookhouses,  galleys,  bakeries,  and  condenser  spaces  for  exclusive  use  of  officers,  engineers,  and  crew  (state  dimensions  and  tonnage): 


Ton*  of  100 
cubic  feel. 


4.  Lavatories,  water-closets,  latrines,  privies,  and  toilets,  for  exclusive  use  of  officers,  engineers,  and  crew,  and  passageways  serving  them 

(state  dimensions  and  tonnage)  viz : 

Crew tons, tons,  J 

tons,  tons.f 

ton*,  tons,] 

5.  Closed-in  spaces  used  in  working  the  ship,  and  passageways  serving  them  (state  dimensions  and  tonnage)  viz: 

Chart  house tons.     Lookout  house tons 

Signal  house   tons.     Wheelhouse     tons 

Space  for  steering  gear tons,  space  for  capstan tons,  donkey  engine  and  boiler  room. 

as  under  Article  X,  Sec.  8  f  tons, tons tons 

tons, tons, tons 

6.  Sailroom  as  limited  in  Article  X,  Sec.  6  (dimensions  and  tonnage)  ....    _    ._ 

7.  Boatswain's  store-rooms  (dimensions  and   tonnage) _      

6.   Water-ballast  spaces  other  than  double-bottom  compartments,  under  conditions  provided  in  Article  X,  Sec.  10 

9.  Double-bottom  feed-water  compartments  as  under  Article  XII,  Sec.  5 

Total  deduction,  other  than  for  propelling  power 


PANAMA  CANAL  NET  TONNAGE  (without  deduct.on  for  propelling  power) 


FURTHER   DEDUCTIONS   FOR  PROPELLING   POWER  IN  CASE  OF  VESSELS 
PROPELLED  BY  ENGINES: 

Either  ( I )  applicable  to  ships  with  fixed  bunkers  or  with  fuel-oil  tanks  or  double-bottom  compartments  which  can  not  be  used  to  stow 
cargo  or  stores : 


i  Tonnage  below  deck  . 


(a)  Engine  room  as  measured  (as  defined  in  Article  XIV) 

I  Tonnage  bftwen  decks ... _ 

(b)  Fixed  coal  bunkers  or  fuel-oil  tanks  and  double-bottom  compartments  fitted  for  stowage  of  fuel  oil 

Total  deduction  for  propelling  power .    _ 

PANAMA  CANAL  NET  TONNACE,  POWER  DEDUCTION  BY  ACTUAL  MEASURE- 
MENT  (Arts.  XII  and  XIV  >    (Limited  except  for  tugs  to  50  per  cent  of  gross  tonnage) 


Ton*  of  100 
cubic  feel. 


Or        (2)  Danube  rule  as  defined  in  Articles  XII  and  XIII: 


Tonnage  below  deck  . 


(a)  Engine  room  as  measured  (as  defined  in  Article  XIII) 

I  Tonnage  between  decks 

(b)  In  a  vessel  with  screw  propellers  +  75  per  cent  of  engine  room  as  measured.  .  - 

(c)  In  a  vessel  with  paddle  wheels  +  50  per  cent  of  engine  room  as  measured-  . . 

Total  deduction  for  propelling  power.      (Limited  except  for  tugs  to  50  per  cent  of  gross  tonnage)  .  

PANAMA  CANAL  NET  TONNAGE.  POWER  DEDUCTION  BY  DANUBE  RULE  (Arts.  XII  and  XIII) 


Tom  of   100 
cul'K  feel. 


Cubic  feet  or  cubic 
meter*. 


Tom  of  100  cubic 
feet. 


*  No  space,  olher  than  fuel  spaces  deducted  under  Article  Xill  of  ihe  Panama  Measurement  Rules,  shall  be  deducted  unless  ihe  use  to  which  it  is  to  be  exclusively  devoted  has  been  appropnalely  designated  by  official  marking, 
t Reference*  to  articles  and  section*  are  lo  the  "Rule*  for  ihe  Measurement  of  Vessels  for  the  Panama  Canal." 


4 
SPACES  NOT  INCLUDED  IN  GROSS  TONNAGE. 

INFORMATION  MUST  BE  GIVEN  CONCERNING  ALL  SPACES  EXEMPTED  FROM  MEASUREMENT. 


1.  Exemptions  under  Article  IV.  Sec.  1  (a)— (Name  or  otherwise  identify)  . 


2.  Exemptions  under  Article  IV.  Sec.  1  (b)— (Name  and  state  separately  the  dimensions  and  tonnage  of  the  parts  exempted) : 

Poop 

Forecastle 

Bridge  ' 


3.  Exemptions  under  Article  IV,  Sec.  I  (c)— (Name  and  state  separately  the  dimensions  and  tonnage  of  the  parts  exempted) : 

Poop  ..._ - --- 

Forecastle - 

Bridge 


4.  Exemptions  under  Article  IV,  Sec.  2.— (Name  the  deck  and  state  separately  the  dimensions  and  tonnage  of  the  parts  exempted)  : 


5.  Exemptions  under  Article  IV,  Sec.  3.— (Name  spaces  exempted)  : 

Spaces  framed  in  round  funnels 

Spaces  framed  in  round  light  and  air  casings _ 

6.  Exemptions  under  Article  IV,  Sec.  4.— (Name  or  give  number  of  double-bottom  compartments  exempted): 


7.  Exemptions  under  Article  IV.  Sec.  6. — (Name  or  otherwise  identify  spaces  exempted) : 


8.  Exemptions  under  Article  IV,  Sec.  7.- — (Name  or  otherwise  identify  spaces  exempted)  : 


9.  Particulars  as  to  hatchways  (Article  IV,  Sec.  5)  need  not  be  restated  if  fully  given  on  second  page  of  this  certificate. 

10.  State  any  other  particulars  of  exempted  spaces: 


THIS  IS  TO  CERTIFY  thai   the .ship  above  named  has  been  measured  in  accordance  with  the  Rules  for  the  Measurement  of 

(Naliunalily) 

Vessels  for  the  Panama  Canal,  and  that  the  particulars  of  tonnage  contained  in  this  Certificate  are  correct. 

Given  under  my  hand  at ,  this ,  191 

(Signature.) 

.- __  (Official  position.) 


APPENDICES. 


DOCUMENTS  UPON  THE  MEASURE- 
MENT OF  VESSELS  AND  THE 
OPERATION   OF  CANALS. 


243 


CONTENTS  OF  APPENDICES. 


Page. 

Appendix  I. — American  laws  concerning  the  measurement  of  vessels 247 

II. — Rules  and  regulations  of  the  United  States  concerning  the  measurement  of  vessel? 255 

III. — British  laws  concerning  the  measurement  of  vessels 269 

IV. — British  Board  of  Trade  instructions  relating  to  the  measurement  of  ships 281 

V. — The  ship  measurement  ordinance  of  Germany 311 

VI. — Ship  measurement  instructions  issued  by  the  German  Government  March  26,  1S95 329 

VII. — Technical  directions  issued  December,  1908,  by  the  German  Government  to  the  ship  measure- 
ment boards  concerning  the  execution  of  the  ship-measurement  ordinance  of  March  1,  1895..  347 

VIII. — Comparative  analysis  of  the  French,  British,  and  German  ship  measurement  rules 355 

IX. — Comparative  analysis  of  the  provisions  of  the  tonnage  certificates  issued  to  vessels  in  France, 

England,  and  Germany 375 

X. — Report  of  the  International  Tonnage  Commission,  signed  at  Constantinople,  December  18, 1873.  383 

XI. — History  of  the  measurement  of  tonnage  of  vessels  using  the  Suez  Canal 391 

XII. — Suez  Canal  Company's  rules  for  the  measurement  of  vessels 405 

XIII. — Memorandum  by  the  Universal  Maritime  Canal  Company  of  Suez  on  the  application  of   the 

rules  of  1904  relative  to  the  measurement  of  superstructures. — Paris,  1909 413 

XIV. — British  Board  of  Trade  instructions  to  surveyors  concerning  the  measurement  of  vessels  for  the 

issue  of  Suez  Canal  certificates 419 

XV. — Instructions  of  the  German  Government  for  the  application  of  the  Suez  rules  to  the  measure- 
ment of  vessels 427 

XVI. — Comparative  analysis  of  the  provisions  applying  the  Suez  rules  for  the  measurement  of  vessels 

by  French,  English,  and  German  surveyors 433 

XVII. — Instructions  and  regulations  relating  to  the  measurement  of  ships  of  the  United  States  Navy  for 

tonnage  certificates  used  in  navigation  of  the  Suez  Maritime  Canal 445 

XVIII. — Report  of  the  British  Royal  Commission  on  tonnage. — 1S81 475 

XIX. — Law,  rules,  and  regulations  for  the  government  of  St.  Marys  Falls  Canal 493 

XX. — Regulations  prescribed  by  the  Secretary  of  War  for  the  use,  administration,  and  navigation  of 

the  Louisville  and  Portland  Canal 499 

XXI. — Operating  regulations  and  navigation  charges  of  the  Suez  Maritime  Canal,  January,  1913 503 

XXII. — Traffic  regulations  and  code  of  signals  of  the  Kaiser  Wilbelm  Canal 515 

XXIII. — Regulations  and  by-laws  and  notices  to  mariners  and  pilots  governing  the  use  of  the  Manchester 

Canal 533 

XXIV. — General  regulations  governing  the  use  of  rivers  and  canals  in  the  Netherlands 555 

XXV. — Special  regulations  relating  to  the  North  Sea  (Amsterdam  Canal) 569 

245 


APPENDIX   I. 


AMERICAN   LAWS    CONCERNING   THE    MEASUREMENT 

OF  VESSELS. 

[SECTIONS  13  TO  27  OF  "NAVIGATION  LAWS  OF  THE  UNITED  STATES."     EDITION  OF  1911.] 

247 


APPENDIX  I. 


NAVIGATION    LAWS    OF    THE    UNITED    STATES. 


Part  II. — Measurement. 

13.  Measurement. — Before  any  vessel  shall  be  registered  she  shall  be  measured  by  a  sur- 
veyor, if  there  be  one,  or  by  the  person  he  shall  appoint,  at  the  port  or  place  where  the  vessel 
may  be,  and  if  there  be  none,  by  such  person  as  the  collector  of  the  district  within  which  she 
may  be  shall  appoint.  But  in  all  cases  where  a  vessel  has  before  been  registered  as  a  vessel 
of  the  United  States,  it  shall  not  be  necessary  to  measure  her  anew,  for  the  purpose  of  obtain- 
ing another  register,  unless  such  vessel  has  undergone  some  alternation  as  to  her  burden,  sub- 
sequent to  the  time  of  her  former  registry. — (R.  S.,  4148.) 

The  officer  or  person  by  whom  such  measurement  is  made  shall,  for  the  information  of 
and  as  a  voucher  to  the  officer  by  whom  the  registry  is  to  be  made,  grant  a  certificate,  specifying 
the  build  of  the  vessel,  her  number  of  decks  and  masts,  her  length,  breadth,  depth,  the  number 
of  tons  she  measures,  and  such  other  particulars  as  are  usually  descriptive  of  the  identity  of  a 
vessel,  and  that  her  name,  and  the  place  to  which  she  belongs,  are  painted  on  her  stern  in  man- 
ner required  by  this  title  [R.  S.,  4131-4305];  which  certificate  shall  be  countersigned  by  an 
owner,  or  by  the  master  of  such  vessel,  or  by  some  other  person  who  shall  attend  her  admeasure- 
ment, on  behalf  of  her  owner  or  owners,  in  testimony  of  the  truth  of  the  particulars  therein  con- 
tained; without  which  the  certificate  shall  not  be  valid. — (R.  S.,  4149.) 

The  registry  of  every  vessel  shall  express  her  length  and  breadth,  together  with  her  depth 
and  the  height  under  the  third  or  spar  deck,  which  shall  be  ascertained  in  the  following  manner: 
The  tonnage  deck,  in  vessels  having  three  or  more  decks  to  the  hull,  shall  be  the  second  deck 
from  below;  in  all  other  cases  the  upper  deck  of  the  hull  is  to  be  the  tonnage  deck.  The  length 
from  the  fore  part  of  the  outer  planking  on  the  side  of  the  stem  to  the  after  part  of  the  main 
sternpost  of  screw  steamers,  and  to  the  after  part  of  the  rudderpost  of  all  other  vessels  measured 
on  the  top  of  the  tonnage  deck,  shall  be  accounted  the  vessel's  length.  The  breadth  of  the 
broadest  part  on  the  outside  of  the  vessel  shall  be  accounted  the  vessel's  breadth  of  beam. 
A  measure  from  the  underside  of  the  tonnage-deck  plank,  amidships,  to  the  ceiling  of  the  hold 
(average  thickness)  shall  be  accounted  the  depth  of  hold.  If  the  vessel  has  a  third  deck,  then 
the  height  from  the  top  of  the  tonnage-deck  plank  to  the  underside  of  the  upper-deck  plank 
shall  be  accounted  as  the  height  under  the  spar  deck.  All  measurement  to  be  taken  in  feet 
and  fractions  of  feet,  and  all  fractions  of  feet  shall  be  expressed  in  decimals. —  (R.  S.,  4150.) 

No  part  of  any  vessel  shall  be  required  by  the  preceding  section  to  be  measured  or  registered 
for  tonnage  that  is  used  for  cabins  or  staterooms,  and  constructed  entirely  above  the  first  deck, 
which  is  not  a  deck  to  the  hull. — (R.  S.,  4151.) 

14.  Gross  tonnage. — The  register  tonnage  of  every  vessel  built  within  the  United  States 
or  owned  by  a  citizen  or  citizens  thereof  shall  be  her  entire  internal  cubical  capacity  in  tons 
of  100  cubic  feet  each,  to  be  ascertained  as  follows:  Measure  the  length  of  the  vessel  in  a  straight 
line  along  the  upper  side  of  the  tonnage  deck,  from  the  inside  of  the  inner  plank,  average  thick- 
ness, at  the  side  of  the  stem  to  the  inside  of  the  plank  on  the  stern  timbers,  average  thickness, 
deducting  from  this  length  what  is  due  to  the  rake  of  the  bow  in  the  thickness  of  the  deck,  and 
what  is  due  to  the  rake  of  the  stern  timber  in  the  thickness  of  the  deck,  and  also  what  is  due 
to  the  rake  of  the  stern  timber  in  one-third  of  the  round  of  the  beam;  divide  the  length  so 

61861°— 13 17  249 


250  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

taken  into  the  number  of  equal  parts  required  by  the  following  table,  according  to  the  class 
in  such  table  to  which  the  vessel  belongs: 

Class  1.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  50 
feet  or  under — into  6  equal  parts. 

Class  2.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
50  feet  and  not  exceeding  100  feet — into  8  equal  parts. 

Class  3.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
100  feet  and  not  exceeding  150  feet — into  10  equal  parts. 

Class  4.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
150  feet  and  not  exceeding  200  feet — into  12  equal  parts. 

Class  5.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
200  feet  and  not  exceeding  250  feet — into  14  equal  parts. 

Class  6.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
250  feet — into  16  equal  parts. 

Then,  the  hold  being  sufficiently  cleared  to  admit  of  the  required  depths  and  breadths 
being  properly  taken,  find  the  transverse  area  of  such  vessel  at  each  point  of  division  of  the 
length  as  follows: 

Measure  the  depth  at  each  point  of  division  from  a  point  at  a  distance  of  one-third  of  the 
round  of  the  beam  below  such  deck;  or,  in  case  of  a  break,  below  a  line  stretched  in  continua- 
tion thereof,  to  the  upper  side  of  the  floor  timber,  at  the  inside  of  the  limber  strake,  after  deduct- 
ing the  average  thickness  of  the  ceiling,  which  is  between  the  bdge  planks  and  Umber  strake; 
then,  if  the  depth  at  midship  division  of  the  length  do  not  exceed  16  feet,  divide  each  depth  into 
4  equal  parts;  then  measure  the  inside  horizontal  breadth,  at  each  of  the  tliree  points  of  division, 
and  also  at  the  upper  and  lower  points  of  the  depth,  extending  each  measurement  to  the  average 
thickness  of  that  part  of  the  ceiling  which  is  between  the  points  of  measurement ;  number  these 
breadths  from  above,  numbering  the  upper  breadth  1,  and  so  on  down  to  the  lowest  breadth; 
multiply  the  second  and  fourth  by  4,  and  the  third  by  2;  add  these  products  together,  and  to 
the  sum  add  the  first  breadth  and  the  last,  or  fifth;  multiply  the  quantity  thus  obtained  by 
one-third  of  the  common  interval  between  the  breadths,  and  the  product  shall  be  deemed  the 
transverse  area;  but  if  the  midship  depth  exceed  16  feet,  divide  each  depth  into  6  equal  parts 
instead  of  4,  and  measure  as  before  directed,  the  horizontal  breadths  at  the  five  points  of  divi- 
sion, and  also  at  the  upper  and  lower  points  of  the  depth;  number  them  from  above  as  before; 
multiply  the  second,  fourth,  and  sixth  bj-  4,  and  the  third  and  fifth  by  2;  add  these  products 
together,  and  to  the  sum  add  the  first  breadth  and  the  last,  or  seventh;  multiply  the  quantities 
thus  obtained  by  one-third  of  the  common  interval  between  the  breadths,  and  the  product 
shall  be  deemed  the  transverse  area. 

Having  thus  ascertained  the  transverse  area  at  each  point  of  division  of  the  length  of  the 
vessel,  as  required  above,  proceed  to  ascertain  the  register  tonnage  of  the  vessel  hi  the  following 
manner: 

Number  the  areas  successively  1,  2,  3,  etc.,  number  1  being  at  the  extreme  limit  of  the 
length  at  the  bow,  and  the  last  number  at  the  extreme  limit  of  the  length  at  the  stern;  then, 
whether  the  length  be  divided  according  to  the  table  into  6  or  16  parts,  as  in  classes  1  and  6, 
or  any  intermediate  number,  as  in  classes  2,  3,  4,  and  5,  multiply  the  second,  and  every  even- 
numbered  area  by  4,  and  the  third,  and  every  odd-numbered  area,  except  the  first  and  last,  by 
2;  add  these  products  together,  and  to  the  sum  add  the  first  and  last  if  they  yield  anything; 
multiply  the  quantities  thus  obtained  by  one-third  of  the  common  interval  between  the  areas, 
and  the  product  will  be  the  cubical  contents  of  the  space  under  the  tonnage  deck;  divide  this 
product  by  100  and  the  quotient,  being  the  tonnage  under  the  tonnage  deck,  shall  be  deemed 
to  be  the  register  tonnage  of  the  vessel  subject  to  the  additions  hereinafter  mentioned. — (R.  S., 
4153.) 

15.  Deck  houses,  breaks,  etc. — If  there  be  a  break,  a  poop,  or  any  other  permanent  closed- 
in  space  on  the  upper  deck,  available  for  cargo,  or  stores,  or  for  the  berthing  or  accommodation 


MEASUREMENT    OF    VESSELS    FOR    PANAMA   CANAL.  251 

of  passengers  or  crew,  the  tonnage  of  that  space  shall  be  ascertained  as  follows  and  added  to 
the  gross  tonnage : 

Measure  the  internal  mean  length  of  such  space  in  feet,  and  divide  it  into  an  even  number 
of  equal  parts  of  which  the  distance  asunder  shall  be  most  nearly  equal  to  those  into  which 
the  length  of  the  tonnage  deck  has  been  divided ;  measure  at  the  middle  of  its  height  the  inside 
breadths,  namely,  one  at  each  end  and  at  each  of  the  points  of  division,  numbering  them  suc- 
cessively 1,  2,  3,  etc.;  then  to  the  sum  of  the  end  breadths  add  four  times  the  sum  of  the  even- 
numbered  breadths  and  twice  the  sum  of  the  odd-numbered  breadths,  except  the  first  and  last, 
and  multiply  the  whole  sum  by  one-third  of  the  common  interval  between  the  breadths;  the 
product  will  give  the  mean  horizontal  area  of  such  space;  then  measure  the  mean  height  between 
the  planks  of  the  decks,  and  multiply  by  it  the  mean  horizontal  area;  divide  the  product  by  100 
and  the  quotient  shall  be  deemed  to  be  the  tonnage  of  such  space,  and  shall  be  added  to  the 
tonnage  under  the  tonnage  decks,  ascertained  as  aforesaid:  Provided,  That  nothing  shall  be 
added  to  the  gross  tonnage  for  any  sheltered  space  above  the  upper  deck  which  is  under  cover 
and  open  to  the  weather;  that  is,  not  inclosed. — (R.  S.,  4153.     Mar.  2,  1895,  sec.  lh.) 

16.  Hatchways. — The  cubical  contents  of  the  hatchways  shall  be  obtained  by  multiplying 
the  length  and  breadth  together  and  the  product  by  the  mean  depth  taken  from  the  top  of 
beam  to  the  underside  of  the  hatch.  From  the  aggregate  tonnage  of  the  hatchways  there 
shall  be  deducted  one-half  of  1  per  cent  of  the  gross  toimage,  and  the  remainder  only  shall  be 
added  to  the  gross  tonnage  of  the  ship  exclusive  of  the  tonnage  of  the  hatchways.  (Feb.  6, 
1909.) 

17.  Between  decks. — If  a  vessel  has  a  third  deck,  or  spar  deck,  the  tonnage  of  the  space 
between  it  and  the  tonnage  deck  shall  be  ascertained  as  follows: 

Measure  in  feet  the  inside  length  of  the  space,  at  the  middle  of  its  height,  from  the  plank 
at  the  side  of  the  stem  to  the  plank  on  the  timbers  at  the  stern,  and  divide  the  length  into  the 
same  number  of  equal  parts  into  which  the  length  of  the  tonnage  deck  is  divided;  measure,  also 
at  the  middle  of  its  height,  the  inside  breadth  of  the  space  at  each  of  the  points  of  division, 
also  the  breadth  of  the  stem  and  the  breadth  at  the  stern;  number  them  successively  1,  2,  3, 
etc.,  commencing  at  the  stem;  multiply  the  second  and  all  other  even-numbered  breadths  by  4, 
and  the  third,  and  all  the  other  odd-numbered  breadths,  except  the  first  and  last,  by  2;  to 
the  sum  of  these  products  add  the  first  and  last  breadths;  multiply  the  whole  sum  by  one- 
third  of  the  common  interval  between  the  breadths,  and  the  result  will  give,  in  superficial  feet, 
the  mean  horizontal  area  of  such  space;  measure  the  mean  height  between  the  plank  of  the 
two  decks,  and  multiply  by  it  the  mean  horizontal  area  and  the  product  will  be  the  cubical 
contents  of  the  space;  divide  this  product  by  100,  and  the  quotient  shall  be  deemed  to  be  the 
tonnage  of  such  space  and  shall  be  added  to  the  other  tonnage  of  the  vessel  ascertained  as  above 
directed.  And  if  the  vessel  has  more  than  three  decks  the  tonnage  of  each  space  between  decks 
above  the  tonnage  deck  shall  be  severally  ascertained  in  the  manner  above  described,  and  shall 
be  added  to  the  tonnage  of  the  vessel,  ascertained  as  above  directed.     (R.  S.  4153.) 

18.  Open  vessels. — In  ascertaining  the  tonnage  of  open  vessels  the  upper  edge  of  the  upper 
strake  is  to  form  the  boundary  line  of  measurement,  and  the  depth  shall  be  taken  from  an 
athwartship  line,  extending  from  the  upper  edge  of  such  strake  at  each  division  of  the  length. 
(R.  S.  4153.) 

19.  Water  ballast. — In  the  case  of  a  ship  constructed  with  a  double  bottom  for  water  bal- 
last, if  the  space  between  the  inner  and  outer  plating  thereof  is  certified  by  the  collector  to  be 
not  available  for  the  carriage  of  cargo,  stores,  or  fuel,  then  the  depth  of  the  vessel  shall  be  taken 
to  be  the  upper  side  of  the  inner  plating  of  the  double  bottom,  and  that  upper  side  shall  for  the 
purposes  of  measurement  be  deemed  to  represent  the  floor  timber.  (Mar.  2,  1895.)  From  the 
gross  tonnage  there  shall  be  deducted  any  other  space  adapted  only  for  water  ballast  certified 
by  the  collector  not  to  be  available  for  the  carriage  of  cargo,  stores,  supplies,  or  fuel.  (Feb.  6, 
1909,  sec.  2.) 

20.  Net  tonnage. — From  the  gross  tonnage  of  every  vessel  of  the  United  States  there  shall 
be  deducted  (Aug.  5,  1882)— 


252  MEASUREMENT   OF   VESSELS  FOB  PANAMA  CANAL. 

21.  Grew  accommodations. — (a)  The  tonnage  of  the  spaces  or  compartments  occupied  by 
or  appropriated  to  the  use  of  the  crew  of  the  vessel.  Every  place  appropriated  to  the  crew  of 
the  vessel  shall  have  a  space  of  not  less  than  72  cubic  feet  and  not  less  than  12  superficial  feet, 
measured  on  the  deck  or  floor  of  that  place,  for  each  seaman  or  apprentice  lodged  therein.  The 
provisions  of  this  act  requiring  a  crew  space  of  72  cubic  feet  per  man  shall  apply  only  to  vessels 
the  construction  of  which  shall  be  begun  after  June  30,  1895.  Such  place  shall  be  securely  con- 
structed, properly  lighted,  drained  and  ventilated,  properly  protected  from  weather  and  sea, 
and  as  far  as  practicable  properly  shut  off  and  protected  from  the  effluvium  of  cargo  or  bilge 
water;  and  failure  to  comply  with  this  provision  shall  subject  the  owner  to  a  penalty  of  $500. 
Eveiy  place  so  occupied  shall  be  kept  free  from  goods  or  stores  of  any  kind  not  being  the  per- 
sonal property  of  the  crew  in  use  during  the  voyage;  and  if  any  such  place  is  not  so  kept  free  the 
master  shall  forfeit  and  pay  to  each  seaman  or  apprentice  lodged  in  that  place  the  sum  of  50 
cents  a  day  for  each  day  during  which  any  goods  or  stores  as  aforesaid  are  kept  or  stored  in  the 
place  after  complaint  has  been  made  to  him  by  any  2  or  more  of  the  seamen  so  lodged.  No  deduc- 
tion from  tonnage  as  aforesaid  shall  be  made  unless  there  is  permanently  cut  in  a  beam  and 
over  the  doorway  of  every  such  place  the  number  of  men  it  is  allowed  to  accommodate  with 
these  words,  "Certified  to  accommodate seamen."     (Mar.  2,  1895  ) 

Every  place  appropriated  to  the  crew  of  a  seagoing  vessel  of  the  United  States,  except  a 
fishing  vessel,  yacht,  a  pilot  boat,  and  all  vessels  under  200  tons  register,  shall  havea  space  of 
not  less  than  72  cubic  feet  and  not  less  than  12  square  feet  measured  on  the  deck  or  floor  of 
that  place  for  each  seaman  or  apprentice  lodged  therein:  Provided,  That  any  such  seagoing 
sailing  vessel  built  or  rebuilt  after  June  30,  1898,  shall  have  a  space  of  not  less  than  100  cubic 
feet  and  not  less  than  16  square  feet  measured  on  the  deck  or  floor  of  that  space  for  each  sea- 
man or  apprentice  lodged  therein.  Such  place  shall  be  securety  constructed,  properly  lighted, 
drained,  heated,  and  ventilated,  properly  protected  from  weather  and  sea,  and,  as  far  as  prac- 
ticable, properly  shut  off  and  protected  from  the  effluvium  of  cargo  or  bilge  water. 

Fishing  vessels,  yachts,  and  pilot  boats  are  hereby  exempted  from  the  provisions  of  sec- 
tion 1  of  chapter  173  of  the  laws  of  1895,  entitled  "An  act  to  amend  section  1  of  chapter  398 
of  the  laws  of  1882,  entitled  'An  act  to  provide  for  deductions  from  the  gross  tonnage  of  vessels 
of  the  United  States,'"  so  far  as  said  section  prescribes  the  amount  of  space  which  shall  be 
appropriated  to  the  crew  and  provides  that  said  space  shall  be  kept  free  from  goods  or  stores 
not  being  the  personal  property  of  the  crew  in  use  during  the  voyage. 

Every  steamboat  of  the  United  States  plying  upon  the  Mississippi  River  or  its  tributaries 
shall  furnish  an  appropriate  place  for  the  crew,  which  shall  conform  to  the  requirements  of  this 
section  so  far  as  they  shall  be  applicable  thereto  by  providing  sleeping  room  in  the  engine  room 
of  the  steamboats  properly  protected  from  the  cold,  winds,  and  ram  by  means  of  suitable  awn- 
ings or  screens  on  either  side  of  the  guards  or  sides  and  forward,  reaching  from  the  boiler  deck 
to  the  lower  or  main  deck,  under  the  direction  and  approval  of  the  Supervising  Inspector  Gen- 
eral of  Steam  Vessels,  and  shall  be  properly  heated.  Any  failure  to  comply  with  this  section 
shall  subject  the  owner  or  owners  to  a  penalty  of  $500.     (Mar.  3,  1897,  sec.  2.) 

22.  Deductions  for  other  purposes. — (b)  Any  space  exclusively  for  the  use  of  the  master 
certified  by  the  collector  to  be  reasonable  in  extent  and  properly  constructed  and  the  words 
"Certified  for  the  accommodation  of  master"  to  be  permanently  cut  in  a  beam  and  over  the 
door  of  such  space. 

(c)  Any  space  used  exclusively  for  the  working  of  the  helm,  the  capstan,  and  the  anchor 
gear,  or  for  keeping  the  charts,  signals,  and  other  instruments  of  navigation  and  boatswain's 
stores,  and  the  words  "Certified  for  steering  gear,"  or  "Certified  for  boatswain's  stores,"  or 
"Certified  chart  house,"  as  the  case  may  be,  to  be  permanently  cut  in  the  beam  and  over  the 
doorway  of  each  of  such  spaces. 

(d)  The  space  occupied  by  the  donkey  engine  and  boiler,  if  connected  with  the  main  pumps 
of  the  ship. 

(e )  In  the  case  of  a  ship  propelled  wholly  by  sails  any  space,  not  exceeding  2  J  per  centum 
of  the  gross  tonnage,  used  exclusively  for  storage  of  sails:  Provided,  That  spaces  deducted 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  253 

shall  bo  certified  by  the  collector  to  be  reasonable  in  extent  and  properly  and  efficiently  con- 
structed for  the  purposes  for  which  they  are  intended,  and  the  words  "Certified  for  storage  of 
sails"  to  be  cut  on  the  beam  and  over  the  doorway  of  such  space.     (Mar.  2,  1895.) 

'  23.  Deductions  for  propelling  power. — (f)  In  the  case  of  a  ship  propelled  by  steam  or  other 
power  requiring  engine  room,  a  deduction  for  the  space  occupied  by  the  propelling  power  shall 
be  made  as  follows: 

In  ships  propelled  by  paddle  wheels  in  which  the  tomiage  of  the  space  occupied  by  and 
necessary  for  the  proper  working  of  the  boilers  and  machinery  is  above  20  per  centum  and 
under  30  per  centum  of  the  gross  tonnage,  the  deduction  shall  be  37  per  centum  of  the  gross 
tonnage;  and  in  ships  propelled  by  screws  in  which  the  tonnage  of  the  space  is  above  13  per 
centum  and  under  20  per  centum  of  the  gross  tonnage,  the  deduction  shall  be  32  per  centum 
of  the  gross  tonnage.  In  the  case  of  screw  steamers  the  contents  of  the  trunk  shaft  shall  be 
deemed  spaces  necessary  for  the  proper  working  of  the  machinery. 

(g)  In  the  case  of  other  vessels  in  which  the  actual  space  occupied  by  the  propelling  ma- 
chinery amounts  in  the  case  of  paddle  vessels  to  20  per  centum  or  under  and  in  the  case  of  screw 
vessels  to  13  per  centum  or  under  of  the  gross  tonnage  of  the  ship,  the  deduction  shall  consist 
in  the  case  of  paddle  vessels  of  once  and  a  half  the  tomiage  of  the  actual  machinery  space  and 
in  the  case  of  screw  vessels  of  once  and  three-fourths  the  tonnage  of  the  actual  machinery  space. 
But  if  the  actual  machinery  space  is  so  large  as  to  amount  in  the  case  of  paddle  vessels  to  30 
per  centum  or  above  and  in  the  case  of  screw  vessels  to  20  per  centum  or  above  of  the  gross 
tonnage  of  the  ship  the  deduction  shall  consist  of  37  per  centum  of  the  gross  tonnage  of  the 
ship  in  the  case  of  a  paddle  vessel  and  32  per  centum  of  the  gross  tonnage  in  the  case  of  a  screw 
vessel;  or  if  the  owner  prefers  there  shall  be  deducted  from  the  gross  tonnage  of  the  vessel 
the  tonnage  of  the  space  or  spaces  actually  occupied  by  or  required  to  be  inclosed  for  the  proper 
working  of  the  boilers  and  machinery,  including  the  trunk  shaft  or  alley  in  screw  steamers, 
with  the  addition  in  the  case  of  vessels  propelled  with  paddle  wheels  of  50  per  centum,  and  in 
the  case  of  vessels  propelled  by  screws  of  75  per  centum  of  the  tonnage  of  such  space.1 

(i)  On  a  request  in  writing  to  the  Commissioner  of  Navigation  by  the  owners  of  a  ship  the 
tonnage  of  such  portion  of  the  space  or  spaces  above  the  crown  of  the  engine  room  and  above 
the  upper  deck  as  is  framed  in  for  the  machinery  or  for  the  admission  of  light  and  air  and  not 
required  to  be  added  to  gross  tonnage  shall,  for  the  purpose  of  ascertaining  the  tonnage  of  the 
space  occupied  by  the  propelling  power,  be  added  to  the  tonnage  of  the  engine  space,  but  it 
shall  then  be  included  in  the  gross  tonnage;  such  space  or  spaces  must  be  reasonable  in  extent, 
safe,  and  seaworthy,  and  can  not  be  used  for  any  purpose  other  than  the  machinery  or  for  the 
admission  of  light  and  air  to  the  machinery  or  boilers  of  the  ship.     (March  2,  1895.) 

24.  Register  tonnage. — And  the  proper  deduction  from  the  gross  tonnage  having  been 
made,  the  remainder  shall  be  deemed  the  net  or  register  tonnage  of  such  vessels.     (Aug.  5,  1882.) 

The  register  of  the  vessel  shall  express  the  number  of  decks,  the  tonnage  under  the  tonnage 
deck,  that  of  the  between-decks,  above  the  tonnage  deck,  also  that  of  the  poop  or  other  inclosed 
spaces  above  the  deck,  each  separately.     (R.  S.,  4153.) 

The  register  or  other  official  certificate  of  the  tonnage  or  nationality  of  a  vessel  of  the 
United  States,  in  addition  to  what  is  now  required  by  law  to  be  expressed  therein,  shall  state 
separately  the  deductions  made  from  the  gross  tonnage,  and  shall  also  state  the  net  or  register 
tonnage  of  the  vessel. 

But  the  outstanding  registers  or  enrollments  of  vessels  of  the  United  States  shall  not  be 
rendered  void  by  the  addition  of  such  new  statement  of  her  tonnage  unless  voluntarily  sur- 
rendered; but  the  same  may  be  added  to  the  outstanding  document  or  by  an  appendix  thereto, 
with  a  certificate  of  a  collector  of  customs  that  the  original  estimate  of  tonnage  is  amended. 
(Aug.  5,  1882.) 

In  every  vessel  documented  as  a  vessel  of  the  United  States  the  number  denoting  her 
net  tonnage  shall  be  deeply  carved  or  otherwise  permanently  marked  on  her  main  beam,  and 
shall  be  so  continued;  and  if  the  number  at  any  time  cease  to  be  continued  such  vessel  shall 

'  For  paragraph  (ft)  see  article  15  above. 


254  MEASUREMENT    OF    VESSELS    FOB   PANAMA   CANAL. 

be  subject  to  a  fine  of  $30  on  every  arrival  in  a  port  of  tbe  United  States  if  she  have  not  her 
tonnage  number  legally  carved  or  permanently  marked.     (R.  S.,  4153,  June  19,  1886,  sec.  5.) 

Under  the  direction  of  the  Secretary  of  Commerce  and  Labor  the  Commissioner  of  Navi- 
gation shall  make  regulations  needful  to  give  effect  to  the  provisions  of  this  act.  The  Secre- 
tary of  Commerce  and  Labor  shall  establish  and  promulgate  a  proper  scale  of  fees  to  be  paid 
for  the  readmeasurement  of  the  spaces  to  be  deducted  from  the  gross  tonnage  of  a  vessel  on 
the  basis  of  the  last  sentence  of  section  4186  of  the  Revised  Statutes,  beginning  with  the  words 
"But  the  charge  for  the  measurement."  (Mar.  2,  1895,  sec.  4;  Feb.  14,  1903,  sec.  10;  Aug. 
5,  1882,  sec.  3.) 

25.  Appendix  of  measurement. — Upon  application  by  the  owner  or  master  of  an  American 
vessel  in  foreign  trade,  collectors  of  customs,  under  regulations  to  be  approved  by  the  Sec- 
retary of  Commerce  and  Labor,  are  authorized  to  attach  to  the  register  of  such  vessel  an  appendix 
stating  separately,  for  use  in  foreign  ports,  the  measurement  of  such  space  or  spaces  as  are 
permitted  to  be  deducted  from  gross  tonnage  by  the  rules  of  other  nations  and  are  not  per- 
mitted by  the  laws  of  the  United  States.     (Mar.  2,  1895;  Feb.  14,  1903,  sec.  10.) 

This  act  shall  not  be  construed  to  require  the  remeasurement  of  any  American  vessel  duly 
measured  before  April  1,  1895,  but  upon  application  by  the  owner  of  any  such  vessel  collectors 
of  customs  shall  cause  such  vessel,  or  the  spaces  to  be  deducted,  to  be  measured  according  to 
the  provisions  of  this  act,  and  if  a  new  register  is  not  issued  the  statement  of  such  remeasure- 
ment shall  be  attached  by  an  appendix  to  the  outstanding  register  or  enrollment  with  a  cer- 
tificate of  the  collector  of  customs  that  the  original  estimate  of  tonnage  is  amended  pursuant 
to  this  act.     (^lar.  2,  1895,  sec.  2.) 

26.  Vessels  exempt  from  measurement. — The  provisions  foregoing  relating  to  the  measure- 
ment of  vessels  shall  not  be  deemed  to  apply  to  any  vessel  not  required  by  law  to  be  registered 
or  enrolled  or  licensed,  unless  otherwise  specially  provided.     (R.  S.,  4152.) 

27.  Measurement  of  foreign  vessels. — Whenever  it  is  made  to  appear  to  the  Secretaiy  of 
Commerce  and  Labor  that  the  rules  concerning  the  measurement  for  tonnage  of  vessels  of  the 
United  States  have  been  substantially  adopted  by  the  Government  of  any  foreign  country  he 
may  direct  that  the  vessels  of  such  foreign  country  be  deemed  to  be  of  the  tonnage  denoted 
in  their  certificates  of  register  or  other  national  papers,  and  thereupon  it  shall  not  be  necessary 
for  such  vessels  to  be  remeasured  at  any  port  in  the  United  States ;  and  when  it  shall  be  neces- 
sary to  ascertain  the  tonnage  of  any  vessel  not  a  vessel  of  the  United  States,  the  said  tonnage 
shall  be  ascertained  in  the  manner  provided  by  law  for  the  measurement  of  vessels  of  the  United 
States.     (R.  S.,  4154,  Aug.  5,  1882,  sec.  2;  Feb.  14,  1903,  sec.  10.) 


APPENDIX   II. 


RULES  AND  REGULATIONS  OF  THE   UNITED   STATES 
CONCERNING  THE  MEASUREMENT  OF  VESSELS. 

[ARTICLES   71-87  "CUSTOMS  REGULATIONS  OF  THE  UNITED  STATES,  1908."] 


255 


APPENDIX  II. 


RULES  AND  REGULATIONS  OF  THE  UNITED   STATES   CONCEENING  THE   MEASURE- 
MENT   OF    VESSELS. 


Articles  71-87  "Customs  Regulations  of  the  United  States,  1908." 

Article  71.  Method  of  measurement. — The  document  of  every  vessel  shall  express  her 
length,  breadth,  and  depth,  and  the  height  under  the  third  or  spar  deck,  which  shall  be 
ascertained  in  the  following  manner:  The  tonnage  deck,  in  vessels  having  three  or  more  decks 
to  the  hull,  shall  be  the  second  deck  from  below;  in  all  other  cases  the  upper  deck  of  the  hull 
is  to  be  the  tonnage  deck. 

The  length  from  the  fore  part  of  the  outer  planking,  on  the  side  of  the  stem,  to  the  after 
part  of  the  main  sternpost  of  screw  steamers,  and  to  the  after  part  of  the  rudderpost  of  all 
other  vessels,  measured  on  the  top  of  the  tonnage  deck,  shall  be  accounted  the  vessel's  length. 
The  breadth  of  the  broadest  part  on  the  outside  of  the  vessel  shall  be  accounted  the  vessel's 
breadth  of  beam. 

A  measure  from  the  underside  of  tonnage  deck  plank,  amidships,  to  the  ceiling  of  the 
hold,  average  thickness,  shall  be  accounted  the  depth  of  hold.  If  the  vessel  has  a  third  deck, 
then  the  height  from  the  top  of  the  tonnage  deck  plank  to  the  underside  of  the  upper  deck 
plank  shall  be  accounted  as  the  height  under  the  spar  deck.  All  measurements  to  be  taken  in 
feet  and  fractions  of  feet;  and  all  fractions  of  feet  shall  be  expressed  in  decimals.     (R.  S.,  4150.) 

Art.  72.  Definition  of  tonnage. — The  legal  tonnage  of  a  vessel  shall  be  her  entire  internal 
cubical  capacity,  exclusive  of  the  spaces  hereinafter  directed  to  be  deducted,  expressed  in  tons 
of  100  cubic  feet  each,  to  be  ascertained  as  follows:  Measure  the  length  of  the  vessel  in  a  straight 
line  along  the  upper  side  of  the  tonnage  deck,  from  the  inside  of  the  inner  plank,  average  thick- 
ness, at  the  side  of  the  stem  to  the  inside  of  the  plank  on  the  stern  timbers,  average  thickness, 
deducting  from  this  length  what  is  due  to  the  rake  of  the  bow  in  the  thickness  of  the  deck  and 
what  is  due  to  the  rake  of  the  stern  timber  in  the  thickness  of  the  deck,  and  also  what  is  due 
to  the  rake  of  the  stern  timber  in  one-third  of  the  round  of  the  beam;  divide  the  length  so  taken 
into  the  number  of  equal  parts  required  by  the  following  table,  according  to  the  class  in  such 
table  to  which  the  vessel  belongs.     (R.  S.,  4153.) 

Art.  73.  Tonnage  classes. — The  classes  shall  be  arranged  as  follows: 

Class  1.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  50 
feet,  or  under,  into  6  equal  parts. 

Class  2.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
50  feet,  and  not  exceeding  100  feet  long,  into  8  equal  parts. 

Class  3.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
100  feet  long,  and  not  exceeding  150  feet  long,  into  10  equal  parts. 

Class  4.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
150  feet,  and  not  exceeding  200  feet  long,  into  12  equal  parts. 

Class  5.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
200  feet,  and  not  exceeding  250  feet  long,  into  14  equal  parts. 

Class  6.  Vessels  of  which  the  tonnage  length  according  to  the  above  measurement  is  above 
250  feet  long,  into  16  equal  parts. 

Art.  74.  Transverse  areas. — Then,  the  hold  being  sufficiently  cleared  to  admit  of  the 
required  depths  and  breadths  being  properly  taken,  find  the  transverse  area  of  such  vessel  at 
each  point  of  division  of  the  length  as  follows: 

257 


258  MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL. 

Measure  the  depth  at  each  point  of  division  from  a  point  at  a  distance  of  one-third  of  the 
round  of  the  beam  below  such  deck,  or,  in  case  of  a  break,  below  a  line  stretched  in  continua- 
tion thereof,  to  the  upper  side  of  the  floor  timber,  at  the  inside  of  the  limber  strake,  after  de- 
ducting the  average  thickness  of  the  ceiling,  which  is  between  the  bilge  planks  and  limber 
strake;  then  if  the  depth  of  the  midship  division  of  the  length  does  not  exceed  16  feet,  divide 
each  depth  into  4  equal  parts;  then  measure  the  inside  horizontal  breadth  at  each  of  the  three 
points  of  division,  and  also  at  the  upper  and  lower  points  of  the  depths,  extending  each  measure- 
ment to  the  average  thickness  of  that  part  of  the  ceiling  which  is  between  the  points  of  measure- 
ment, or,  should  there  be  no  ceiling  between  these  points,  to  an  allowance  of  one-tenth  of  a 
foot  on  each  side  of  the  vessel  in  lieu  thereof;  number  these  breadths  from  above,  numbering 
the  upper  breadth  1,  and  so  on  down  to  the  lowest  breadth;  multiply  the  second  and  fourth 
by  4,  and  the  third  by  2;  add  these  products  together  and  to  the  sum  add  the  first  breadth  and 
the  last,  or  fifth;  multiply  the  quantity  thus  obtained  by  one-third  of  the  common  interval 
between  the  breadths,  and  the  product  shall  be  deemed  the  transverse  area;  but  if  the  midship 
depth  exceeds  16  feet,  divide  each  depth  into  6  equal  parts  instead  of  4,  and  measure,  as  before 
directed,  the  horizontal  breadths  at  the  five  points  of  division  and  also  at  the  upper  and  lower 
points  of  the  depth;  number  them  from  above  as  before;  multiply  the  second,  fourth,  and 
sixth  by  4,  and  the  third  and  fifth  by  2;  add  these  products  together  and  to  the  sum  add  the 
first  breadth  and  the  last,  or  seventh;  multiply  the  quantities  thus  obtained  by  one-third  of 
the  common  interval  between  the  breadths  and  the  product  shall  be  deemed  the  transverse 
area. 

Art.  75.  Cubical  contents. — Having  thus  ascertained  the  transverse  area  at  each  point  of 
division  of  the  length  of  the  vessel,  as  required  above,  proceed  to  ascertain  the  register  tonnage 
of  the  vessel  in  the  following  manner: 

Number  the  areas,  successively,  1,  2,  3,  etc.,  No.  1  being  at  the  extreme  limit  of  the  length 
at  the  bow  and  the  last  number  at  the  extreme  limit  of  the  length  at  the  stern;  then,  whether 
the  length  be  divided  according  to  table  into  6  or  16  parts,  as  in  classes  1  and  6,  or  any  inter- 
mediate number,  as  hi  classes  2,  3,  4,  5,  multiply  the  second  and  every  even-numbered  area  by 
4,  and  the  third  and  every  odd-numbered  area,  except  the  first  and  last,  by  2;  add  these  prod- 
ucts together  and  to  the  sum  add  the  first  and  last,  if  they  yield  anything;  multiply  the  quan- 
tities thus  obtained  by  one-third  of  the  common  interval  between  the  areas,  and  the  product 
will  be  the  cubical  contents  of  the  space  under  the  tonnage  deck;  divide  this  product  by  100, 
and  the  quotient,  being  the  tonnage  under  the  tonnage  deck,  shall  be  deemed  to  be  the  register 
tonnage  of  the  vessel,  subject  to  the  additions  hereinafter  mentioned. 

Art.  76.  Deck  houses. — If  there  be  a  break,  a  poop,  or  any  other  permanent  closed-in 
space  on  the  upper  decks  or  on  the  spar  deck  available  for  cargo  or  stores  or  for  the  berthing  or 
accommodation  of  passengers  or  crew  the  tonnage  of  such  space  shall  be  ascertained  as  follows: 

Measure  the  internal  mean  length  of  such  space  in  feet  and  divide  it  into  an  even  number 
of  equal  parts,  of  which  the  distance  asunder  shall  be  most  nearly  equal  to  those  into  which 
the  length  of  the  tonnage  deck  has  been  divided ;  measure,  at  the  middle  of  its  height,  the  inside 
breadths,  namely,  one  at  each  end  and  at  each  of  the  points  of  division,  numbering  them,  suc- 
cessively, 1,  2,  3,  etc.;  then  to  the  sum  of  the  end  breadths  add  four  tunes  the  sum  of  the  even- 
numbered  breadths  and  twice  the  sum  of  the  odd-numbered  breadths,  except  the  first  and 
last,  and  multiply  the  whole  sum  by  one-third  of  the  common  interval  between  the  breadths; 
the  product  will  give  the  mean  horizontal  area  of  each  space;  then  measure  the  mean  height 
between  the  plank  of  the  decks,  and  multiply  by  it  the  mean  horizontal  area;  divide  the 
product  by  100,  and  the  quotient  shall  be  deemed  to  be  the  tonnage  of  such  space,  and  shall 
be  added  to  the  tonnage  under  the  tonnage  decks  ascertained  as  aforesaid. 

Art.  77.  Between  decks.1 — If  a  vessel  has  a  third  deck  or  spar  deck  the  tonnage  of  the  space 
between  it  and  the  tonnage  deck  shall  be  ascertained  as  follows: 

1  The  act  of  Congress  of  Feb.  6,  1909,  contained  the  following  clause  relative  to  hatchways:  "  The  cubical  contents  of  the  hatchways  shall  be 
obtained  by  multiplying  the  length  and  breadth  together  and  the  product  by  the  mean  depth  taken  from  the  top  of  beam  to  the  under  side  of 
the  hatch.  From  the  aggregate  tonnage  of  the  hatchways  there  shall  be  deducted  ono-haif  of  one  per  cent  of  the  gross  tonnage  and  the  remainder 
shall  be  added  to  the  gross  tonnage  of  the  ship  exclusive  of  the  tonnage  of  the  hatchways." 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  259 

Measure,  in  feet,  the  inside  length  of  the  space,  at  the  middle  of  its  height,  from  the  plank 
at  the  side  of  the  stem  to  the  plank  on  the  timbers  at  the  stern  and  divide  the  length  into  the 
same  number  of  equal  parts  into  which  the  length  of  the  tonnage  deck  is  divided;  measure  also 
at  the  middle  of  its  height  the  inside  breadth  of  the  space  at  each  of  the  points  of  division,  also 
the  breadth  of  the  stem  and  the  breadth  of  the  stern;  number  them,  successively,  1,  2,  3,  etc., 
commencing  at  the  stem;  multiply  the  second  and  all  other  even-numbered  breadths  by  4,  and 
the  third  and  all  other  odd-numbered  breadths,  except  the  first  and  last,  by  2;  to  the  sum  of 
these  products  add  the  first  and  last  breadths;  multiply  the  whole  sum  by  one-third  of  the 
common  interval  between  the  breadths  and  the  result  will  give,  in  superficial  feet,  the  mean 
horizontal  area  of  such  space;  measure  the  mean  height  between  the  plank  of  the  two  decks 
and  multiply  by  it  the  mean  horizontal  area  and  the  product  will  be  the  cubical  contents  of 
the  space;  divide  this  product  by  100,  and  the  quotient  shall  be  deemed  to  be  the  tonnage  of 
such  space  and  shall  be  added  to  the  other  tonnage  of  the  vessel  ascertained  as  aforesaid. 

And  if  the  vessel  has  more  than  three  decks,  the  tonnage  of  each  space  between  decks 
above  the  tonnage  deck  shall  be  severally  ascertained  in  the  manner  above  described,  and 
shall  be  added  to  the  tonnage  of  the  vessel,  ascertained  as  aforesaid. 

Art.  78.  Open  vessels —  Measuring  instruments. — In  ascertaining  the  tonnage  of  open  vessels, 
the  upper  edge  of  the  upper  strake  is  to  form  the  boundary  line  of  measurement,  and  the  depth 
shall  be  taken  from  an  athwartship  line  extending  from  upper  edge  of  said  strake  at  each 
division  of  the  length. 

The  marine  document  of  the  vessel  shall  express  the  number  of  decks,  the  tonnage  under 
the  tonnage  deck,  that  of  the  between  decks  above  the  tonnage  deck;  also  that  of  the  inclosed 
spaces  above  the  tonnage  deck,  each  separately. 

The  measurements  should  be  made  with  a  waterproof  tape,  graduated  into  feet  and  tenths 
of  a  foot,  and  as  nearly  inelastic  as  possible;  Chesterman's  metallic  tape  is  recommended. 

A  pair  of  sliding  rods  should  be  provided  for  taking  the  depths,  with  a  guide  and  a  clamp, 
so  that  they  may  be  secured  in  a  perpendicular  position  between  the  keelson  and  deck. 

A  2-foot  rule,  with  a  hinge  joint,  is  required  for  taking  the  rake  of  the  bow  and  stern,  and 
for  other  purposes. 

A  carpenter's  square  will  be  found  useful  for  setting  the  sliding  rod  perpendicular  to  the 
keelson. 

For  taking  the  breadths  in  the  hold  which  are  beyond  the  reach  of  the  measuring  officers 
2  rods  will  be  needed,  each  about  8  feet  long,  one  having  a  slot  or  wheel  at  the  top,  through 
which  the  tape  may  be  passed;  and  the  other  a  hook,  to  which  the  ring  at  the  end  of  the  tape 
may  be  attached. 

Art.  79.  Register  length,  breadth,  and  depth. — The  register  length,  breadth,  and  depth  are 
the  external  dimensions  of  vessels,  and  are  taken  for  the  purpose  of  describing  them  in  their 
marine  documents.     (See  Diagram  1,  fig.  2,  and  Diagram  2,  in  Appendix.) 

The  length  may  be  taken  at  such  a  parallel  distance  from  the  middle  line  of  the  ship  as 
may  be  necessary  in  order  to  clear  hatchways  and  other  obstacles,  and  the  ends  determined 
by  squaring  out  from  the  proper  points  on  the  middle  line. 

The  register  breadth  (Diagram  1,  fig.  2)  is  the  outside  breadth  of  the  vessel  at  the  broadest 
part,  and  is  to  be  taken  by  means  of  plumb  lines  let  fall  so  as  to  touch  the  sides  of  the  vessel. 

The  register  depth  (Diagram  1,  fig.  2)  is  to  be  taken  from  the  underside  of  the  tonnage 
deck  plank,  amidships,  to  the  ceiling  in  the  hold — average  thickness — at  the  side  of  the  keelson, 
in  a  direction  perpendicular  to  the  keel,  by  means  of  a  square  placed  upon  the  upper  side  of 
the  keelson. 

Art.  80.  Processes  of  measurement. — Admeasurers  of  vessels  will  not  proceed  to  ascertain 
tonnage  until  the  vessel  is  sufficiently  cleared  to  comply  with  Revised  Statutes  4153.  The  ton- 
nage measurements  are  taken  for  the  purpose  of  ascertaining  the  internal  capacity  of  vessels  in 
tons  of  100  cubic  feet  each. 

It  may,  however,  sometimes  be  impracticable  to  ascertain  either  of  the  terminal  points  of 
the  tonnage  length  on  the  upper  side  of  the  deck.     In  such  cases  the  same  result  may  be  more 


260  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

conveniently  reached  by  taking  the  length  below  the  tonnage  deck,  from  the  inner  planking 
under  the  deck  hook,  at  the  side  of  the  stem,  to  the  inner  planking  on  the  stern  timbers,  under 
the  deck  timbers;  adding  the  rake  of  the  bow  in  the  thickness  of  the  deck  hook  and  the  rake 
of  the  stern  in  the  thickness  of  the  deck  timbers.     (See  Diagram  1,  fig.  4.) 

The  round  or  spring  of  the  beam  is  the  perpendicular  distance  from  the  crown  of  the  under- 
side of  the  tonnage  deck  plank,  at  the  center,  to  a  line  stretched  athwart  the  vessel  from  end 
to  end  of  the  top  of  the  beam,  and  is  to  be  ascertained  at  every  place  where  it  is  to  be  used 
in  the  measurement. 

If  necessary,  the  round  of  the  beam  may  also  be  taken  above  the  deck  by  stretching  a 
line  horizontally  across  the  top  of  the  deck  athwartships,  touching  the  deck  at  the  middle; 
the  height  of  the  line  above  the  deck  at  the  side  of  the  vessel  will  then  be  the  round  of  the  beam. 
This  method  is,  however,  less  accurate,  and  should  be  used  only  when  the  other  method  is 
impracticable. 

The  tonnage  length  having  been  thus  determined,  and  the  number  of  sections  to  be  meas- 
ured and  the  interval  between  them  ascertained,  a  line  is  then  to  be  extended  down  the  main 
hatchway,  at  the  middle  line  of  the  ship,  hi  a  direction  perpendicular  to  the  keel,  by  means 
of  a  square  placed  on  the  upper  side  of  the  keelson;  the  distance  of  the  midship  section  from 
this  line  at  the  tonnage  deck  is  then  to  be  set  off  from  the  line  in  the  same  direction  on  the 
keelson,  which  gives  the  position  of  the  midship  section  on  the  keelson;  and  the  positions  of 
the  other  sections  are  obtained  on  the  keelson  by  setting  off  afore  and  abaft  the  midship  one 
the  common  interval  between  them  as  already  determined. 

The  points  so  fixed  should  be  marked  with  chalk  and  numbered  consecutively  from  bow 
to  stern,  No.  1  being  at  the  bow.     (See  Diagram  2.) 

Art.  81.  Processes  of  measurement,  continued. — So  much  having  been  accomplished,  fix, 
by  means  of  the  clamps,  the  sliding  rod  in  a  direction  perpendicular  to  the  keel,  at  one  of  the 
points  so  numbered,  firmly  between  the  underside  of  the  deck  and  the  upper  side  of  the  floor 
timber  at  the  inside  of  the  limber  strake,  keeping  the  measuring  staff  square  to  the  keel  in 
both  directions  by  means  of  a  square  placed  on  the  upper  side  of  the  keelson;  measure  the 
depth  from  the  underside  of  the  tonnage-deck  plank  to  the  ceiling  in  the  hold,  average  thick- 
ness, deducting  one-third  of  the  round  of  the  beam.  Divide  the  depth  into  4  equal  parts  if 
the  midship  depth  does  not  exceed  16  feet,  and  into  6  equal  parts  if  it  exceeds  16  feet.  Then 
mark  with  white  chalk  on  the  rod  the  divisional  points  of  the  depth,  No.  1  being  at  the  top 
of  the  tonnage  depth,  i.  e.,  at  a  distance  below  the  deck  plank  equal  to  one-third  the  round 
of  the  beam  at  that  point.  At  each  point  so  marked  measure  the  breadth  from  ceiling  to 
ceiling,  square  athwartships,  and  at  right  angles  to  the  rod. 

The  bottom  widths  are  to  be  taken  only  so  far  as  the  apparent  flat  of  floor  extends.  Where 
there  is  perceptible  rise  immediately  from  the  keelson,  the  bottom  widths  should  be  taken 
equal  to  the  width  of  the  keelson. 

This  process  will  be  repeated  at  every  section.  Care  should  be  taken  in  all  measurements 
to  bring  them  to  the  average  thickness  of  the  ceiling  to  avoid  any  device  to  lessen  the  admeas- 
urement by  making  the  ceiling  thicker  at  the  point  cut  by  the  sections.  Care  must  also  be 
taken  that  the  sections  shall  be  parallel  to  each  other  and  at  right  angles  to  the  axis  of  the 
vessel. 

The  intervals  and  one-third  intervals  of  the  breadths  are  to  be  carried  to  the  nearest 
hundredth  of  a  foot,  and  the  interval  and  one-third  interval  of  the  length  to  the  nearest  thou- 
sandth of  a  foot. 

No  part  of  any  vessel  will  be  admeasured  or  registered  for  tonnage  that  is  used  for  cabins 
or  staterooms,  and  constructed  entirely  above  the  first  deck,  which  is  not  a  deck  to  the  hull. 
(R.  S.,  4151.) 

Any  deck  is  a  deck  to  the  hull  which  has  a  direct  bearing  upon  the  frame  timbers,  even 
though  lighter  than  other  decks  in  the  same  vessel,  and  though  only  a  portion  of  the  timbers 
extend  to  such  deck.  In  iron  vessels  an  upper  deck  supported  by  stanchions  of  wood  or  iron 
bolted  to  the  angle  irons  or  to  the  iron  plating  of  the  vessel  is  to  be  taken  as  a  deck  to  the  hull. 


MEASUREMENT    OF    VESSELS    FOE    PANAMA    CANAL.  261 

In  consequence  of  the  diversity  of  modes  of  construction,  much  in  this  particular  must 
necessarily  be  confided  to  the  judgment  of  the  measuring  officer,  but  in  case  of  doubt  the  facts 
should  be  submitted  to  the  Commissioner  of  Navigation. 

The  law  above  referred  to  was  designed  merely  to  exclude  cabins  and  staterooms  above 
the  ''promenade"  deck  of  the  steamers  of  the  seacoast  and  lakes  or  above  a  "boiler"  deck 
as  used  on  the  western  rivers.  It  does  not  have  the  effect  to  exempt  from  admeasurement 
any  closed-in  place,  even  if  so  situated,  if  used  for  cargo  or  stores. 

A  lack  of  uniformity  has  existed  in  the  admeasurement  of  stem-wheel  steamboats,  espe- 
cially of  the  type  plying  on  western  rivers,  with  engines  and  freight  space  above  the  first  deck 
and  not  having  a  second  deck  which  can  properly  be  considered  such  a  deck  to  the  hull  within 
the  definition  given  above  as  to  constitute  it  a  "tonnage  deck."  Such  vessels  shall  be  so 
admeasured  under  article  82  as  to  include  only  in  the  gross  tonnage  the  space  under  the  first 
deck,  and  also  the  space  or  spaces  above  such  deck  available  for  cargo  or  stores  or  for  the 
berthing  or  accommodation  of  passengers  or  crew,  as  mentioned  above,  exclusive  of  spaces 
used  for  cabins  or  staterooms,  and  constructed  entirely  "above  the  first  deck,  which  is  not  a 
deck  to  the  hull." 

Freight  space  and  boiler  space  on  the  mam  deck  of  a  stem-wheel  steamer  (such  as  are 
used  on  western  rivers),  open  at  the  sides  and  forward,  and  roofed  over  or  covered  by  a  canopy, 
awning,  or  shade  deck,  supported  by  stanchions  not  having  a  direct  bearing  upon  the  frames, 
being  open  to  the  sea  and  weather,  and  the  deck  above  not  being  a  deck  to  the  hull  within 
the  meaning  of  the  regulations,  will  not  be  measured  or  included  in  the  vessel's  tonnage. 

Art.  82.  Special  rules  and  definitions. — If  the  second  deck  from  the  keel  consists  of  several 
partial  decks  extending  with  breaks  from  stem  to  stern,  the  line  of  that  course  of  decks  must 
be  taken  as  the  tonnage  deck;  and  if  the  partial  decks  are  at  different  heights  the  line  of  the 
lowest  will  be  taken  as  the  tonnage  deck,  and  the  head  room  above  such  line  under  the  higher 
will  be  measured. 

By  "closed-in  spaces"  is  to  be  understood  spaces  which  are  sheltered  from  the  action  of 
the  sea  and  weather,  even  though  openings  be  left  in  the  inclosure.  Measuring  officers  will 
exercise  due  vigilance  that  the  intent  of  the  law  in  this  respect  is  not  evaded. 

It  should  be  borne  in  mind,  however,  that  no  closed-in  spaces  above  the  upper  deck  to 
the  hull  are  to  be  admeasured  unless  available  for  cargo  or  stores  or  the  berthing  or  accommo- 
dation of  passengers  or  crew.  The  engine  room,  pilothouse,  galley,  windlass  house,  and  the  like 
are,  when  so  situated  and  used,  exempt. 

Spaces  having  angular  recesses  in  their  sides,  as  the  freight  room  in  figure  2,  plate  4,  are 
to  be  admeasured  in  parts.     (R.  S.,  4150,  4153.) 

On  side-wheel  steamers  of  the  western  rivers  the  space  between  the  "doctor"  and  the 
first  stanchion  aft  is  to  be  allowed  for  gangway.  But  if  the  first  stanchion  be  more  than  6 
feet  aft  of  the  "doctor,"  then  an  allowance  of  6  feet  only  is  to  be  made  for  gangway.  Allow 
also  at  the  sides  of  the  engine  frame  the  width  of  the  footboard  of  the  engineer.     (See  Diagram  5.) 

On  stern-wheel  steamers  of  the  western  rivers  make  the  same  allowance  for  gangway  aft 
the  boders  as  is  made  for  gangway  aft  the  "doctor"  on  side- wheel  steamers.  The  freight  room 
is  to  be  measured  from  the  gangway  aft  to  the  "doctor." 

If  any  portion  of  the  space  aft  the  "doctor"  of  stern- wheel  steamers  be  available  for  cargo, 
stores,  passengers,  or  crew,  it  also  must  be  admeasured. 

Art.  83.  Marking  and  recording  of  tonnage. — The  tonnage  (omitting  fractions)  must  be 
marked  on  the  face  of  the  beam  under  the  forward  side  of  the  main  hatch  of  seagoing  vessels 
and  lake  vessels,  and  on  the  face  of  the  beam  under  the  after  side  of  the  starboard  forward  ha  tch 
of  western  river  steamers.  On  river  steamers  of  the  coast  which  carry  passengers  both  above 
and  below  main  deck,  where  there  is  no  hatch  to  the  main  deck,  the  tonnage  mark  should  be 
made  on  one  of  the  deck  beams  in  a  conspicuous  place,  and  as  near  as  possible  to  the  middle 
of  the  vessel.  It  should  be  in  plain  Arabic  numerals,  thus  825,  and  not  less  than  3  inches  high 
and  not  less  than  three-eighths  of  an  inch  deep. 


262  MEASUREMENT   OF  VESSELS  FOR  PANAMA  CANAL. 

On  vessels  whose  main  beam  is  of  wood,  it  should  be  deeply  carved  or  branded,  and  on  ves- 
sels whose  main  beam  is  of  steel  or  iron  it  should  be  plainly  cut,  or  marked  in  oil  paint,  white 
when  the  beam  is  black,  and  black  when  the  beam  is  of  any  light  color. 

The  measurement  and  calculations  being  complete,  and  the  tonnage  duly  marked  on  the 
main  beam,  the  surveyor  or  measuring  officer  will  certify  the  result  to  the  collector,  and  such 
certificate  form  (catalogue  No.  1322)  will  be  preserved  as  a  permanent  record  in  the  custom- 
house. 

Blanks  of  this  form  should  be  furnished  to  the  measuring  officer,  and  the  measurements 
should  be  inserted  therein  as  they  are  taken,  and  the  computations  carried  out  on  the  same 
sheet.  Great  care  will  be  requisite  to  insure  accuracy  in  measurements  and  calculations.  They 
should  be  verified  at  least  twice,  and  for  those  competent  to  construct  it  the  line  of  areas  shown 
in  diagram  3  will  be  found  of  great  use  for  that  purpose. 

Art.  84.  Change  of  tonnage. — The  tonnage  of  any  documented  vessel  of  the  United  States 
expressed  in  her  marine  papers  in  pursuance  of  a  measurement  purporting  to  be  in  conformity 
to  this  rule  can  be  changed  or  set  aside  only  by  the  Commissioner  of  Navigation,  so  long  as  the 
vessel  remains  unchanged  in  form  or  burden.  Applications  from  any  quarter  for  amendment  or 
revision  in  such  cases  must  be  submitted  to  the  Commissioner  of  Navigation,  with  precise 
statements  of  the  errors  supposed  to  exist. 

Art.  85.  Measurement  of  foreign  vessels. — The  tonnage  of  foreign  vessels  is  to  be  ascertained 
when  necessary  for  the  assessment  of  tonnage  tax,  by  the  same  rides,  and  a  like  certificate  filed 
in  the  customhouse.  On  request,  the  collector  will  furnish  to  the  master  of  the  foreign  vessel 
an  abstract  on  catalogue  No.  1414  of  the  admeasurement  of  his  vessel,  which  will  be  accepted 
at  other  ports  as  denoting  the  correct  tonnage  of  the  vessel,  unless  she  shall  have  undergone 
alteration. 

A  sinfilar  mode  of  admeasurement  having  been  adopted  by  Great  Britain,  Belgium,  Den- 
mark, Austria-Hungary,  the  German  Empire,  Italy,  Sweden,  Norway,  Spain,  the  Netherlands, 
Russia,  Finland,  Portugal,  and  Japan,  and  the  like  courtesy  having  been  extended  to  vessels 
of  the  United  States,  it  is  directed  that  vessels  of  those  countries  whose  registers  indicate  their 
gross  and  net  tonnage  under  their  present  law  shall  be  taken  in  ports  of  the  United  States  to 
be  of  the  tonnage  so  expressed  in  their  documents,  with  the  addition  of  the  amount  of  the 
deductions  and  omissions  made  under  such  law  not  authorized  by  the  admeasurement  law  of  the 
United  States. 

Usually  the  gross  and  net  tonnage  may  be  ascertained  from  the  register.  In  such  cases 
the  vessel  will  be  entirely  exempt  from  admeasurement. 

When  vessels  of  France  are  provided  with  a  special  certificate  of  admeasurement,  showing 
the  tonnage  as  ascertained  in  accordance  with  the  admeasurement  laws  of  the  United  States, 
the  tonnage  shall  be  accepted  in  ports  of  the  United  States,  but  in  cases  of  doubt  the  matter 
should  be  submitted  to  the  Commissioner  of  Navigation. 

Art.  86.  Deductions  from  gross  tonnage. — The  marine  document  of  a  vessel  of  the  United 
States  shall  state  separately  the  deductions  made  from  the  gross  tonnage  and  shall  also  state 
the  net  or  register  tonnage  of  the  vessel. 

The  excepted  spaces  will  not  be  divided  into  sections,  but  each  space  will  be  admeasured  as 
a  whole.     For  certificate  of  admeasurement,  see  catalogue  Nos.  1410,  1410a,  1410b. 

From  the  gross  tonnage  of  every  vessel  of  the  United  States  there  shall  be  deducted — 

(a)  The  tonnage  of  the  spaces  or  compartments  occupied  by  or  appropriated  to  the  use  of 
the  crew  of  the  vessel.  Even'  place  so  occupied  shall  be  kept  free  from  goods  or  stores  of  any 
kind  not  being  the  personal  property  of  the  crew  in  use  during  the  voyage;  and  if  any  such  place 
is  not  so  kept  free  the  master  shall  forfeit  and  pay  to  each  seaman  or  apprentice  lodged  in  that 
place  the  sum  of  50  cents  a  day  for  each  day  during  which  any  goods  or  stores  as  aforesaid  are 
kept  or  stored  in  the  place  after  complaint  has  been  made  to  him  by  any  two  or  more  of  the 
seamen  so  lodged.  No  deduction  from  tonnage  as  aforesaid  shall  be  made  unless  there  is  per- 
manently cut  in  a  beam  and  over  the  doorway  of  every  such  place  the  number  of  men  it  is  allowed 
to  accommodate,  with  these  words:  "Certified  to  accommodate  -  -  seamen." 


MEASUEEMENT  -OP    VESSELS    FOR    PANAMA   CANAL.  263 

Every  place  appropriated  to  the  crew  of  a  seagoing  vessel  of  the  United  States,  except  a 
fishing  vessel,  yacht,  a  pilot  boat,  and  all  vessels  under  200  tons  register,  shall  have  a  space  of 
not  less  than  72  cubic  feet  and  not  less  than  12  square  feet  measured  on  the  deck  or  floor  of  that 
place  for  each  seaman  or  apprentice  lodged  therein:  Provided,  That  any  such  seagoing  sailing 
vessel,  built  or  rebuilt  after  June  30,  1898,  shall  have  a  space  of  not  less  than  100  cubic  feet, 
and  not  less  than  16  square  feet  measured  on  the  deck  or  floor  of  that  space  for  each  seaman  or 
apprentice  lodged  therein.  Such  place  shall  be  securely  constructed,  properly  lighted,  drained, 
heated,  and  ventilated,  properly  protected  from  weather  and  sea,  and,  as  far  as  practicable, 
properly  shut  off  and  protected  from  the  effluvium  of  cargo  or  bilge  water.  (Cir.  Apr.  1,  1897.) 
.  Fishing  vessels,  yachts,  and  pilot  boats  are  specifically  exempted  from  the  provision  of  sec- 
tion 1  of  the  act  of  March  2,  1895,  so  far  as  regards  the  amount  of  space  which  shall  be  appro- 
priated to  the  crew,  and  from  the  provision  that  said  space  shall  be  kept  free  from  goods  or 
stores  not  being  the  personal  property  of  the  crew  in  use  during  the  voyage.  (Act  of  Mar.  3, 
1897.) 

Every  steamboat  of  the  United  States  plying  upon  the  Mississippi  River  or  its  tributaries 
shall  furnish  an  appropriate  place  for  the  crew,  which  shall  conform  to  the  requirements  of  this 
section,  so  far  as  they  shall  be  applicable  thereto,  by  providing  sleeping  room  in  the  engine 
room  of  the  steamboats  properly  protected  from  the  cold,  winds,  and  rain  by  means  of  suitable 
awnings  or  screens  on  either  side  of  the  guards  or  sides  and  forward,  reaching  from  the  boiler 
deck  to  the  lower  or  main  deck,  under  the  direction  and  approval  of  the  Supervising  Inspector 
General  of  Steam  Vessels,  and  shall  be  properly  heated. 

(b)  Any  space  exclusively  for  the  use  of  the  master  certified  by  the  collector  to  be  reason- 
able in  extent  and  properly  constructed,  and  the  words  "Certified  for  the  accommodation  of 
master"  to  be  permanently  cut  in  a  beam  and  over  the  door  of  such  space. 

(c)  Any  space  used  exclusively  for  the  working  of  the  helm,  the  capstan,  and  the  anchor 
gear,  or  for  keeping  the  charts,  signals,  and  other  instruments  of  navigation  and  boatswain's 
stores,  and  the  words  "Certified  for  steering  gear,"  or  "Certified  for  boatswain's  stores,"  or 
"Certified  chart  house,"  as  the  case  may  be,  to  be  permanently  cut  in  the  beam  and  over  the 
doorway  of  each  of  such  spaces. 

(d)  The  space  occupied  by  the  donkey  engine  and  boiler,  if  connected  with  the  main  pumps 
of  the  ship. 

(e)  In  the  case  of  a  ship  propelled  wholly  by  sails  any  space,  not  exceeding  2\  per  cent 
of  the  gross  tonnage,  used  exclusively  for  the  storage  of  sails:  Provided,  That  spaces  deducted 
shall  be  certified  by  the  collector  to  be  reasonable  in  extent  and  properly  and  efficiently  con- 
structed for  the  purposes  for  which  they  are  intended,  and  the  words  "Certified  for  storage  of 
sails"  to  be  cut  on  the  beam  and  over  the  doorway  of  such  space. 

(/)  In  the  case  of  a  ship  propelled  by  steam  or  other  power  requiring  engine  room,  a  deduc- 
tion for  the  space  occupied  by  the  propelling  power  shall  be  made  as  follows : 

In  ships  propelled  by  paddle  wheels  in  which  the  tonnage  of  the  space  occupied  by  and 
necessary  for  the  proper  working  of  the  boilers  and  machinery  is  above  20  per  cent  and  under 
30  per  cent  of  the  gross  tonnage,  the  deduction  shall  be  37  per  cent  of  the  gross  tonnage;  and 
in  ships  propelled  by  screws  in  which  the  tonnage  of  the  space  is  above  13  per  cent  and  under 
20  per  cent  of  the  gross  tonnage,  the  deduction  shall  be  32  per  cent  of  the  gross  tonnage.  In 
the  case  of  screw  steamers  the  contents  of  the  trunk  shaft  shall  be  deemed  spaces  necessary  for 
the  proper  working  of  the  machinery. 

(</)  In  the  case  of  other  vessels  in  which  the  actual  space  occupied  by  the  propelling  machin- 
ery amounts  in  the  case  of  paddle  vessels  to  20  per  cent  or  under  and  in  the  case  of  screw  vessels 
to  13  per  cent  or  under  of  the  gross  tonnage  of  the  ship,  the  deduction  shall  consist  in  the  case  of 
paddle  vessels  of  one  and  a  half  times  the  tonnage  of  the  actual  machinery  space  and  in  the  case 
of  screw  vessels  of  one  and  three-fourths  times  the  tonnage  of  the  actual  machinery  space.  But 
if  the  actual  machinery  space  is  so  large  as  to  amount  in  the  case  of  paddle  vessels  to  30  per 
cent  or  above,  and  in  the  case  of  screw  vessels  to  20  per  cent  or  above,  of  the  gross  tonnage 
of  the  ship,  the  deduction  shall  consist  of  37  per  cent  of  the  gross  tonnage  of  the  ship  in  the 


264  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

case  of  a  paddle  vessel  and  32  per  cent  of  the  gross  tonnage  in  the  case  of  a  screw  vessel;  or 
if  the  owner  prefers  there  shall  be  deducted  from  the  gross  tonnage  of  the  vessel  the  tonnage  of 
the  space  or  spaces  actually  occupied  by  or  required  to  be  inclosed  for  the  proper  working  of 
the  boilers  and  machinery,  including  the  trunk  shaft  or  alley  in  screw  steamers  with  the  addi- 
tion in  the  case  of  vessels  propelled  with  paddle  wheels  of  50  per  cent,  and  in  the  case  of  vessels 
propelled  by  screws  of  75  per  cent,  of  the  tonnage  of  such  space. 

(h)  If  there  be  a  break,  a  poop,  or  any  other  permanent  closed-in  space  on  the  upper 
deck  available  for  cargo  or  stores,  or  for  the  berthing  or  accommodation  of  passengers  or  crew, 
the  tonnage  of  that  space  shall  be  ascertained  and  added  to  the  gross  tonnage:  Provided,  That 
nothing  shall  be  added  to  the  gross  tonnage  for  any  sheltered  space  above  the  upper  deck  which 
is  under  cover  and  open  to  the  weather;  that  is,  not  inclosed. 

(i)  On  a  request  in  writing  to  the  Commissioner  of  Navigation  by  the  owners  of  a  ship  the 
tonnage  of  such  portion  of  the  space  or  spaces  above  the  crown  of  the  engine  room  and  above 
the  upper  deck  as  is  framed  in  for  the  machinery  or  for  the  admission  of  light  and  air  and  not 
required  to  be  added  to  gross  tonnage  shall,  for  the  purpose  of  ascertaining  the  tonnage  of  the 
space  occupied  by  the  propelling  power,  be  added  to  the  tonnage  of  the  engine  space;  but  it 
shall  then  bo  included  in  the  gross  tonnage;  such  space  or  spaces  must  be  reasonable  in  extent, 
safe,  and  seawortlry,  and  can  not  be  used  for  any  purpose  other  than  the  machinery,  or  for 
the  admission  of  light  and  air  to  the  machinery,  or  for  the  admission  of  light  and  air  to  the 
machinery  or  boilers  of  the  ship. 

And  the  proper  deduction  from  the  gross  tonnage  having  been  made,  the  remainder  shall 
be  deemed  the  net  or  register  tonnage  of  such  vessels.1 

The  register  or  other  official  certificate  of  the  tonnage  or  nationality  of  a  vessel  of  the  United 
States,  in  addition  to  what  is  now  required  by  law  to  be  expressed  therein,  shall  state  separately 
the  deductions  made  from  the  gross  tonnage,  and  shall  also  state  the  net  or  registered  tonnage 
of  the  vessel. 

The  outstanding  registers  or  enrollments  of  vessels  of  the  United  States  shall  not  be  rendered 
void  by  the  addition  of  such  new  statement  of  her  tonnage,  iinless  voluntarily  surrendered: 
but  the  same  may  be  added  to  the  outstanding  document  or  by  an  appendix  thereto,  with  a 
certificate  of  a  collector  of  customs  that  the  original  estimate  of  tonnage  is  amended. 

In  the  case  of  a  ship  constructed  with  a  double  bottom  for  water  ballast,  if  the  space  between 
the  inner  and  outer  plating  thereof  is  certified  by  the  collector  to  be  not  available  for  the  car- 
riage of  cargo,  stores,  or  fuel,  then  the  depth  of  the  vessel  shall  be  taken  to  be  the  upper  side 
of  the  inner  plating  of  the  double  bottom,  and  that  upper  side  shall,  for  the  purposes  of  meas- 
urement, be  deemed  to  represent  the  floor  timber. 

Upon  application  by  the  owner  or  master  of  an  American  vessel  in  foreign  trade,  collectors 
of  customs,  under  regulations  to  be  approved  by  the  Secretary  of  Commerce  and  Labor,  are 
authorized  to  attach  to  the  register  of  such  vessel  an  appendix  stating  separately,  for  use  in  for- 
eign ports,  the  measurement  of  such  space  or  spaces  as  are  permitted  to  be  deducted  from  gross 
tonnage  by  the  rules  of  other  nations  and  are  not  permitted  by  the  laws  of  the  United  States. 

These  regulations  shall  not  be  construed  to  require  the  remeasurement  of  any  American 
vessel  duly  measured  before  April  1,  1895;  but  upon  application  by  the  owner  of  any  such 
vessel  collectors  of  customs  shall  cause  such  vessel,  or  the  spaces  to  be  deducted,  to  be  meas- 
ured according  to  the  provisions  herein,  and  if  a  new  register  is  not  issued  the  statement  of  such 
remeasurement  shall  be  attached  by  an  appendix  to  the  outstanding  register  or  enrollment, 
with  a  certificate  of  the  collector  of  customs  that  the  original  estimate  of  tonnage  is  amended 
pursuant  to  this  act.     The  appendix  granted  should  be  inserted  in  the  next  papers  issued. 

On  the  issue  of  appendix  the  collector  will  advise  the  Bureau  of  Navigation  of  the  vessel's 
new  net  tonnage,  and  if  the  appendix  issue  otherwise  than  at  the  vessel's  home  port  he  will  also 
notify  the  collector  at  the  home  port. 

1  The  act  of  Congress  of  Feb.  6, 1909,  contained  the  following  clause,  changing  the  deductions  made  from  gross  tonnage  to  determine  net 
tonnage: 

"  From  the  gross  tonnage  there  shall  be  deducted  any  other  space  adapted  only  for  water  ballast  certified  by  the  collector  not  to  be  available 
for  the  carriage  of  cargo,  stores,  supplies,  or  f  uel." 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  265 

On  the  readmeasurement  of  any  vessel  under  the  act  of  March  2,1895,  and  the  Issue  of  an 
appendix  (cat.  No.  1415),  without  surrender  of  marine  documents,  the  proper  customs  officer 
will  advise  the  Bureau  of  Navigation  of  the  vessel's  new  net  tonnage,  by  sending*  a  copy  of  the 
appendix,  and,  if  the  appendix  issue  otherwise  than  at  the  vessel's  home  port,  he  will  also  notify 
the  collector  at  such  port.     (Cir.  March,  1896.) 

No  admeasurement  under  this  article  after  being  officially  recorded  shall  be  changed  except 
on  authority  of  the  Commissioner  of  Navigation. 

No  space  will  be  deducted  from  gross  tonnage  in  ascertaining  net  tonnage  unless  it  has 
been  included  in  the  gross  tonnage. 

The  limitation  of  all  deductions  to  50  per  cent  of  gross  tomiage  has  been  repealed. 

The  restriction  of  crew  spaces  to  5  per  cent  of  the  gross  tonnage  of  the  vessel  has  been 
repealed,  and  the  actual  spaces  occupied  by  or  appropriated  to  the  use  of  the  crew  will  be  meas- 
ured and  deductions  be  made  for  them.  But  these  spaces  must  be  constructed  according  to 
the  provisions  of  paragraph  a,  and  a  failure  to  comply  with  those  requirements  will  be  reported 
by  the  measurer  to  the  collector  of  customs.  No  deduction  from  tonnage  shall  be  made  for 
crew  spaces  unless  there  is  permanently  cut  in  a  beam  and  over  the  doorway  of  every  such 
place  the  number  of  men  it  is  allowed  to  accommodate,  with  these  words,  "  Certified  to  accom- 
modate    seamen."     In  spaces  appropriated  to  the  use  of  the  crew  may  be    included 

spaces  necessary  to  shelter  the  cook  when  employed  in  the  preparation  of  provisions  and  the 
engineer  when  employed  in  condensing  water  for  the  crew.  Also  water-closets  or  privies  for 
the  officers  and  crew.  Mess  rooms  and  bathrooms  or  wash  rooms  exclusively  for  the  use  of 
the  officers  or  crew  are  included  in  the  spaces  appropriated  to  the  use  of  the  crew  of  the  vessel. 
These  spaces  must  be  reasonable  in  extent,  and  if  they  are  used  by  passengers  no  deduction 
shall  be  made. 

The  space,  including  sleeping  room,  dressing  room,  and  bathroom  for  the  use  of  the  master 
will  be  stated  separately  on  the  certificate  of  registry.  It  must  be  exclusively  for  his  use 
and  certified  to  be  reasonable  in  extent  and  properly  constructed,  and  the  words  "Certified 
for  the  accommodation  of  master"  must  be  permanently  cut  in  a  beam  and  over  the  door  of 
such  space. 

Helm,  capstan,  and  anchor  gear  spaces,  the  wheelhouse  for  sheltering  the  man  at  the  wheel, 
spaces  for  keeping  charts,  signals,  and  other  instruments  of  navigation,  and  boatswain's  stores, 
must  be  reasonable  in  extent  and  marked  according  to  law. 

If  the  donkey  engine  and  boiler  are  within  the  boundary  of  the  engine  room,  and  the 
machinery  is  used  in  connection  with  the  main  machinery,  the  space  occupied  by  them  is  not 
entitled  to  a  separate  deduction  in  addition  to  the  deduction  made  for  propelling  power. 

The  gross  tonnage  of  the  hold  of  steam  vessels  should  be  ascertained  when  the  hold  is 
sufficiently  complete  and  clear  for  the  purpose  before  the  building  and  fitting  of  the  actual 
engine  room,  and  measurers  should  be  notified  by  builders  when  steam  vessels  have  reached 
the  point  of  construction  which  permits  gross  tonnage  to  be  ascertained. 

The  actual  space  occupied  by  the  boilers,  engines,  and  machinery  will  be  ascertained 
according  to  the  rules  now  in  force,  and  this  actual  space  will  then  be  compared  with  the  gross 
tonnage  of  the  vessel. 

When  the  actual  space  is  between  20  and  30  per  cent  of  the  gross  tonnage  of  a  paddle  vessel, 
37  per  cent  of  the  gross  tonnage  shall  be  deducted  for  propelling  power. 

When  the  actual  space  is  between  13  and  20  per  cent  of  the  gross  tonnage  of  a  screw  vessel, 
32  per  cent  of  the  gross  tonnage  shall  be  deducted  for  propelling  power. 

When  the  actual  space  is  20  per  cent  or  less  of  the  gross  tonnage  of  a  paddle  vessel,  multiply 
the  actual  space  by  1.5  to  obtain  the  deduction  allowed  for  propelling  power. 

When  the  actual  space  is  13  per  cent  or  less  of  the  gross  tonnage  of  a  screw  vessel,  multiply 
the  actual  space  by  1.75  to  obtain  the  deduction  allowed  for  propelling  power.' 

61861°— 13 18 


266  MEASUREMENT    OF   VESSELS   FOE   PANAMA   CANAL. 

When  the  actual  space  is  30  per  cent  or  over  of  a  paddle  vessel  and  20  per  cent  or  over  of 
a  screw  vessel  the  owner  shall  designate  which  method  of  deduction  he  elects: 

(1)  Paddle  vessel— 

(a)  Thirty-seven  per  cent  of  gross  tonnage. 
(6)  Actual  space,  multiplied  by  1.5. 

(2)  .Screw  vessel — 

(a)  Thirty-two  per  cent  of  gross  tonnage. 
(6)  Actual  space,  multiplied  by  1.75. 

If  the  owner  does  not  make  a  choice  method  (a)  will  be  adopted. 

If  application  for  remeasurement  of  a  steam  vessel  measured  before  April  1,  1895,  to  bring 
its  certificate  into  accord  with  the  provisions  of  the  act  of  March  2,  1895,  is  made,  it  will  not  be 
necessary  to  measure  the  spaces  for  propelling  power.  Take  the  deduction  for  propelling  power 
given  in  the  outstanding  certificate  and,  if  the  vessel  be  a  screw  vessel,  divide  that  deduction  by 
1.75;  if  a  paddle  vessel,  divide  by  1.50,  and  the  result  will  be  the  actual  spaces  occupied  by 
boilers  and  engines.  These  actual  spaces  may  then  be  compared  with  the  gross  tonnage,  to 
ascertain  the  percentage  and  the  rule  according  to  which  the  new  certificate  of  measurement 
shall  be  made  out.  Actual  remeasurement  is  to  be  avoided  if  practicable,  unless  there  is  reason 
to  believe  the  outstanding  certificate  of  measurement  is  incorrect. 

A  request  to  the  Commissioner  of  Navigation  that  spaces  above  the  crown  of  the  engine 
room  and  above  the  upper  deck  (framed  in  for  machinery  or  for  the  admission  of  light  and  air 
and  not  required  to  be  measured)  be  measured,  in  order  to  obtain  the  benefit  of  a  higher  deduc- 
tion for  propelling  power,  must  be  accompanied  with  a  description  and  sketch  or  tracing  of  the 
spaces,  the  measurement  thereof,  and  the  collector's  certificate  that  they  conform  to  the  require- 
ments of  paragraph  (i)  of  the  act. 

Where  the  top  of  the  double  bottom  for  water  ballast  is  horizontal  the  transverse  areas  will 
be  measured  as  heretofore  provided  by  law,  but  where  there  are  breaks  in  the  double  bottom 
the  length  of  the  vessel  will  be  taken  in  parts,  according  to  the  number  of  breaks,  and  each  part 
divided  into  a  number  of  equal  parts,  according  to  the  classes  in  section  4153,  Revised  Statutes. 

As  the  provisions  of  the  act  of  March  2,  1895,  are  in  substantial  accord  with  the  measure- 
ment laws  of  the  principal  maritime  nations  applications  for  an  appendix,  stating  separately 
the  measurement  of  spaces  which  may  be  deducted  by  the  laws  of  other  nations,  but  not  by  the 
laws  of  the  United  States,  if  there  be  any,  should  be  referred  to  the  Commissioner  of  Navigation. 

Art.  87.  Shelter  decks  and  upper  decks. — Whether  for  the  purpose  of  measurement  a  fleck 
is  to  be  regarded  as  an  upper  deck  or  as  the  shelter  to  an  upper  deck  is  to  be  determined  in  each 
instance  both  by  the  character  and  structural  conditions  of  the  erection  and  by  the  purpose  to 
which  the  between  deck  is  devoted.  Differences  in  construction  are  so  numerous  that  no 
definition  or  rule  on  this  subject  has  been  formulated.  If  the  deck  is  a  continuous  deck,  fastened 
down  and  water-tight,  scaling  up  the  cylinder  formed  between  the  two  decks  and  making  it  a 
fit  place  for  the  stowage  of  cargo,  like  a  hold,  the  deck  is  to  be  treated  as  an  upper  deck  and  the 
space  between  it  and  the  deck  below  is  to  be  measured. 

If,  however,  the  cylinder  is  open  to  the  shipment  of  seas,  and  the  space  is  not  reasonably 
fit  for  the  carrying  of  dry  cargo,  but  is  used  only  for  cargo  generally  classed  as  deck  cargo,  such  as 
cattle,  horses,  chemicals,  oil  in  barrels,  etc.,  then,  usually,  the  deck  is  to  be  regarded  as  a  shelter 
deck,  and  the  space  as  "sheltered  space  above  the  upper  deck  which  is  under  cover  and  open  to 
the  weather;  that  is,  not  enclosed,"  and  not  to  be  included  in  the  recorded  tonnage. 

In  the  registers  of  many  foreign  vessels  only  so  much  of  the  light  and  air  space,  is  added  to 
the  gross  tonnage  and  to  the  propelling  power  as  will  bring  the  volume  of  the  propelling  power 
above  the  13  per  cent  of  the  gross  tonnage  required  to  entitle  the  vessel  to  a  deduction  of  32  per 
cent  of  the  gross  tonnage. 

If  there  are  such  additions,  however,  the  computations  should  be  substantially  the  same  as 
if  the  vessel  were  measured  under  the  regulations  of  the  United  States,  which  in  paragraph  (i), 
article  86,  contemplate  the  measurement,  subject  to  certain  limitations  when  authorized  by  the 
Commissioner  of  Navigation,  of  the  entire  portion  of  the  space  above  the  crown  of  the  engine 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  267 

room  and  above  the  upper  deck,  which  is  framed  in  for  the  machinery  or  for  the  admission  of 
light  and  air  and  not  required  to  be  added  to  the  gross  tonnage.  The  regulations  do  not  sanc- 
tion the  addition  of  a  part  only  of  such  space  or  spaces. 

The  addition  of  spaces,  such  as  shelter  deck,  bridge,  poop,  deck  space,  etc.,  claimed  to  be 
open  spaces  but  found  to  be  closed,  and  available  and  used  for  cargo  or  stores,  to  the  gross 
tonnage,  often  increases  the  latter  to  such  an  extent  that  the  volume  of  the  propelling  power 
does  not  amount  to  13  per  cent  of  the  gross  tonnage  without  the  addition  of  the  light  and  air 
space  omitted  from  the  register  and  propelling  power  spaces. 

In  adding  such  light  and  air  space,  under  the  regulations  cited,  to  arrive  at  the  proper 
dutiable  tonnage,  computation  should  be  made  by  admeasuring  officers  in  the  United  States 
substantially  in  accordance  with  the  following  example: 

The  register  of  a  certain  foreign  vessel  shows  tonnages  as  follows: 

Tons.  Tons. 

Under  tonnage  deck 2,  669. 05 

Chart  house 4.  48 

Forecastle 38. 06 

Round  houses 64.  99 

Excess  hatchways 45.  23 

Light  and  air 54.  05 

Gross 2, 875.  86 

Deductions: 

Propelling  power  (32  per  cent) 920.  28 

Crew 59.82 

Master ' 5. 09 

Chart  room 4.  48 

Boatswain's  stores 28.  75 

1,018.42 

Net 1,857.44 

In  this  case,  to  arrive  at  the  proper  dutiable  tonnage,  computations  are  made  by  the  meas- 
uring officer  in  the  United  States  as  follows: 

From  foreign  register,  with  requisite  additions  made  in  the  United  States: 

Tons. 

Under  tonnage  deck 2,  669.  05 

Chart  house v .  4.  48 

Forecastle 38. 06 

Round  houses 64.  99 

Excess  hatchways 45.  23 

Light  and  air 54. 05 

Bridge  (added) 230.  25 

Poop  (added) 65.  67 

Additional  light  and  air  (added) 36. 05 

Gross 3,  207. 83 

Deductions:  Tons. 

Propelling  power,  plus  75  per  cent 717.  72 

Crew 59.  82 

Master 5. 09 

Chart  room 4. 48 

Boatswain's  stores 28.  75 

— ■ 815.  86 

Net 2,391.97 


268  MEASUKEMENT    OF   VESSELS   FOR   PANAMA   CANAL. 

Showing  an  addition  to  the  net  tonnage  of  534.53  tons. 


*sl 


The  actual  propelling  power  is .' 320.  03 

Total  light  and  air  space 90.  10 

Total : 410. 13 

13  per  cent  of  3,207.83  (gross  tonnage) 417.  01 

Actual  propelling  power,  light  and  air  added 410. 13 

Balance , 6.  88 

Needed  to  entitle  the  vessel  to  a  deduction  of  32  per  cent  of  the  gross  tonnage,  which  necessitates 
the  use  of  form  b,  or  175  per  cent  of  the  propelling-power  space. 

Light  and  air  space  need  not  be  measured  in  the  United  States  when  the  register  shows 
there  was  no  omission  from  the  tonnage  of  the  vessel. 

Masters  should  be  required  to  present,  on  entering,  any  certificate  of  measurement  granted 
at  another  American  port. 

Objection  has  been  made  that  it  is  difficult  to  secure  a  correct  admeasurement  of  the  boiler 
and  engine  rooms  after  all  the  machinery  has  been  set  up,  but  the  Bureau  is  advised  that  while 
the  spaces  may  be  dirty  and  the  process  of  admeasuring  intricate  they  can  be  admeasured. 


APPENDIX   III. 


BRITISH    LAWS  CONCERNING  THE  MEASUREMENT 

OF  VESSELS. 

TEXT  OF  THE    PRINCIPAL   PROVISIONS   OF   THE   MERCHANT   SHIPPING  ACT  OF   1894  RELATING   TO   TONNAGE 

MEASUREMENT,  AS  AMENDED  BY  SUBSEQUENT  ACTS. 

269 


APPENDIX  III. 


TEXT    OF    THE    PRINCIPAL    PROVISIONS    OF    THE    MERCHANT    SHIPPING    ACT,   1894. 
RELATING  TO  TONNAGE  MEASUREMENT,  AS  AMENDED  BY  SUBSEQUENT  ACTS. 

6.  Survey  and  measurement  of  ship. — Every  British  ship  shall  before  registry  be  surveyed 
by  a  surveyor  of,  ships,  and  her  tonnage  ascertained  in  accordance  with  the  tonnage  regulations 
of  this  act,  and  the  surveyor  shall  grant  his  certificate  specifying  the  ship's  tonnage  and  build, 
and  such  other  particulars  descriptive  of  the  identity  of  the  ship  as  may  for  the  time  being  be 
required  by  the  Board  of  Trade,  and  such  certificate  shall  be  delivered  to  the  registrar  before 
registry. 

7.  Marking  of  ship. —  (1)  Every  British  ship  shall,  before  registry,  be  marked  permanently 
and  conspicuously  to  the  satisfaction  of  the  Board  of  Trade,  as  follows: 

(a)  Her  name  shall  be  marked  on  each  of  her  bows,  and  her  name  and  the  name  of  her  port 
of  registry  must  be  marked  on  her  stern,  on  a  dark  ground  in  white  or  yellow  letters,  or  on  a 
light  ground  hi  black  letters,  such  letters  to  be  of  a  length  not  less  than  4  inches,  and  of  pro- 
portionate breadth.  » 

(6)  Her  official  number  and  the  number  denoting  her  registered  tonnage  shall  be  cut  in 
on  her  main  beam. 

(c)  A  scale  of  feet  denoting  her  draft  of  water  shall  be  marked  on  each  side  of  her  stem 
and  of  her  stern  post  in  Roman  capital  letters  or  in  figures,  not  less  than  6  inches  in  length, 
the  lower  line  of  such  letters  or  figures  to  coincide  with  the  draft  fine  denoted  thereby,  and  those 
letters  or  figures  must  be  marked  by  being  cut  in  and  painted  white  or  yellow  on  a  dark  ground, 
or  in  such  other  way  as  the  Board  of  Trade  approve. 

(2)  The  Board  of  Trade  may  exempt  any  class  of  ships  from  all  or  any  of  the  requirements 
of  this  section,  and  a  fishing  boat  entered  in  the  fishing-boat  register,  and  lettered  and  num- 
bered in  pursuance  of  the  fourth  part  of  this  act,  need  not  have  her  name  and  port  of  registry 
marked  under  this  section. 

(3)  If  the  scale  of  feet  showing  the  ship's  draft  of  water  is  in  any  respects  inaccurate,  so 
as  to  be  likely  to  mislead,  the  owner  of  the  ship  shall  be  liable  to  a  fine  not  exceeding  £100. 

(4)  The  marks  required  by  this  section  shall  be  permanently  continued,  and  no  alteration 
shall  be  made  therein,  except  in  the  event  of  any  of  the  particulars  thereby  denoted  being 
altered  in  the  manner  provided  by  this  act. 

(5)  If  an  owner  or  a  master  of  a  British  ship  neglects  to  cause  his  ship  to  be  marked  as 
required  by  this  section,  or  to  keep  her  so  marked,  or  if  any  person  conceals,  removes,  alters, 
defaces,  or  obliterates,  or  suffers  any  person  under  his  control  to  conceal,  remove,  alter,  deface, 
or  obhterate  any  of  the  said  marks,  except  in  the  event  aforesaid,  or  except  for  the  purpose 
of  escaping  capture  by  an  enemy,  that  owner,  master,  or  person  shall  for  each  offense  be  liable 
to  a  fine  not  exceeding  £100,  and  on*  a  certificate  from  a  surveyor  of  ships,  or  Board  of  Trade 
inspector  under  this  act,  that  a  ship  is  insufficiently  or  inaccurately  marked,  the  ship  may  be 
detained  until  the  insufficiency  or  inaccuracy  has  been  remedied. 

48.  Registry  of  alterations. — (1)  When  a  registered  ship  is  so  altered  as  not  to  correspond 
with  the  particulars  relating  to  her  tonnage  or  description  contained  in  the  register  book,  then, 

271 


272  MEASUBEMENT   OF  VESSELS  FOE  PANAMA   CANAL. 

if  the  alteration  is  made  at  any  port  having  a  registrar,  that  registrar,  or,  if  it  is  made  elsewhere, 
the  registrar  of  the  first  port  having  a  registrar  at  which  the  ship  arrives  after  the  alteration, 
shall,  on  application  being  made  to  him  and  on  receipt  of  a  certificate  from  the  proper  surveyor 
stating  the  particulars  of  the  alteration,  either  cause  the  alteration  to  be  registered,  or  direct 
that  the  ship  be  registered  anew. 

(2)  ( M.  S.  Act,  1906,  sec.  58.) — If  default  is  made  in  registering  anew  a  ship,  or  in  registering 
an  alteration  of  a  ship  so  altered  as  aforesaid,  the  owner  of  the  ship  shall  be  liable  on  summary 
conviction  to  a  fine  not  exceeding  £100,  and  in  addition  to  a  fine  not  exceeding  £5  for  every 
day  during  which  the  offense  continues  after  conviction. 

77.  Rules  for  ascertaining  register  tonnage. — (1)  The  tonnage  of  every  ship  to  be  registered, 
with  the  exceptions  hereinafter  mentioned,  shall,  previously  to  her  being  registered,  be  ascer- 
tained by  Rule  I  in  the  second  schedule,  to  this  act,  and  the  tonnage  of  every  ship  to  which 
that  Rule  I  can  be  applied,  whether  she  is  about  to  be  registered  or  not,  shall  be  ascertained 
by  the  same  rula. 

(2)  Ships  which,  requiring  to  be  measured  for  any  purpose  other  than  registry,  have  cargo 
on  board,  and  ships  which,  requiring  to  be.  measured  for  the  purpose  of  registry,  can  not  be  meas- 
ured by  Rule  I,  shall  be  measured  by  Rule.  II  in  the  said  schedule,  and  the  owner  of  any  ship 
measured  under  Rule  II  may  at  any  subsequent  period  apply  to  the  Board  of  Trade  to  have 
the  ship  remeasured  under  Rule  I,  and  the  board  may  thereupon,  upon  payment  of  such  fee, 
not  exceeding  7  shillings  and  6  pence,  for  each  transverse  section  as  they  may  authorize,  direct 
the.  ship  to  be  remeasured  accordingly,  and  the  number  denoting  the  register  tonnage  shall  be 
altered  accordingly. 

(3)  For  the  purpose,  of  ascertaining  the  r agister  tonnage  of  a  ship  the  allowance  and  deduc- 
tions hereinafter  mentioned  shall  be  made  from  the  tonnage  of  the  ship  ascertained  as  aforesaid. 

(4)  In  the  measurement  of  a  ship  for  the  purpose  of  ascertaining  h<?r  register  tonnage,  no 
deduction  shall  be  allowed' in  respect  of  any  space  which  has  not  been  first  included  in  the 
measurement  of  her  tonnage. 

(5)  In  ascertaining  the  tonnage,  of  open  ships  Rule  IV  in  the  said  schedule  shall  be  observed. 

(6)  Throughout  the  rules  in  the  second  schedule  to  this  act,  the  tonnage  deck  shall  be  taken 
to  be  the.  upper  deck  in  ships  which  have  less  than  three  decks,  and  to  be.  the  second  deck  from 
below  in  all  other  ships,  and  in  carrying  thoss  rules  into  effect  all  measurements  shall  be  taken 
in  feet,  and  fractions  of  feet  shall  be  expressed  in  decimals. 

(7)  The.  Board  of  Trade  may  make  such  modifications  and  alterations  as  from  tune  to 
time  become  necessary  in  the  rules  in  the  second  schedule  to  this  act  for  the  purpose  of  the 
more  accurate  and  uniform  application  thereof,  and  the  effectual  carrying  out  of  the.  principle 
of  measurement  therein  adopted. 

(8)  The  provisions  of  this  act  relating  to  tonnage,  together  with  the  rules  for  the  time 
being  in  force,  are  in  this  act  referred  to  as  the  tonnage  regulations  of  this  act. 

78.  Allowance  for  engine-room  space  in  steamships. — (1)  In  the  case  of  any  ship  propelled 
by  steam  or  other  power  requiring  engine  room,  an  allowance  shall  be  made  for  the  space  occu- 
pied by  the  propelling  power,  and  the  amount  so  allowed  shall  be  deducted  from  the  gross  ton- 
nage of  the  ship  ascertained  as  in  the  last  preceding  section  mentioned,  and  the  remainder 
shall  (subject  to  any  deductions  hereinafter  mentioned)  be  deemed  to  be  the  registered  tonnage 
of  the  ship,  and  that  deduction  shall  be  estimated  as  follows  (that  is  to  say) : 

(a)  As  regards  ships  propelled  by  paddle  wheels  in  which  the  toimage  of  the  space  solely 
occupied  by  and  necessary  for  the  proper  working  of  the  boilers  and  machinery  is  above  20 
per  cent  and  under  30  per  cent  of  the.  gross  tonnage  of  the  ship,  the  deduction  shall  be  thirty- 
seven  one-hundredths  of  the  gross  tonnage;  and  in  ship^  propelled  by  screws,  in  which  the 
tonnage  of  such  space  is  above  13  per  cent  and  under  20  per  cent  of  the  gross  tonnage,  the  deduc- 
tion shall  be  thirty-two  one-hundredths  of  the  gross  tonnage. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  273 

(b)  As  regards  all  other  ships,  the  deduction  shall,  if  the  Board  of  Trade  and  the  owner 
both  agree  thereto,  be  estimated  in  the  same  manner;  but  either  they  or  he  may,  in  their  or 
his  discretion,  require  the  space  to  be  measured  and  the  deduction  estimated  accordingly;  and 
whenever  the  measurement  is  so  required,  the  deduction  shall  consist  of  the  tonnage  of  the 
space  actually  occupied  by  or  required  to  be  inclosed  for  the  proper  working  of  the  boders  and 
machinery,  with  the  addition  in  the  case  of  ships  propelled  by  paddle  wheels  of  one-half,  and 
in  the  case  of  ships  propelled  by  screws  of  three-fourths  of  the  tonnage  of  the  space;  and  in  the 
case  of  ships  propelled  by  screws,  the  contents  of  the  shaft  trunk  shall  be  added  to  and  deemed 
to  form  part  of  the  space;  and  the  measurement  of  the  space  shall  be  governed  by  Rule  III  in 
the  second  schedule  to  this  act. 

(2)  Such  portion  of  the  space  above  the  crown  of  the  engine  room  and  above  the  upper 
deck  as  is  framed  in  for  the  machinery  or  for  the  admission  of  light  and  air  shall  not  be  included 
in  the  measurement  of  the  space  occupied  by  the  propelling  power,  except  in  pursuance  of  a 
request  in  writing  to  the  Board  of  Trade  by  the  owner  of  the  ship,  but  shall  not  be  included  in 
pursuance  of  that  request  unless — 

(o)  That  portion  is  first  included  in  the  measurement  of  the  gross  tonnage;  and 
(6)  A  surveyor  of  ships  certifies  that  the  portion  so  framed  in  is  reasonable  in  extent  and 
is  so  constructed  as  to  be  safe  and  seaworthy,  and  that  it  can  not  be  used  for  any  purpose  other 
than  the  machinery  or  for  the  admission  of  light  and  air  to  the  machinery  or  boilers  of  the  ship. 

(3)  Goods  or  stores  shall  not  be  stowed  or  carried  in  any  space  measured  for  propelling 
power,  and  if  the  same  are  so  carried  in  any  ship,  the  master  and  owner  of  the  ship  shall  each 
be  liable  to  a  fine  not  exceeding  £100. 

Restriction  on  deduction  for  space  occupied  by  propelling  power  (J/.  S.  Act,  1907). — 1.  The 
deduction  under  section  78  of  the  Merchant  Shipping  Act,  1894  (in  this  act  referred  to  as  "the 
principal  act"),  for  the  space  occupied  by  the  propelling  power  of  a  ship  shall  not  in  any  case 
exceed  55  per  cent  of  that  portion  of  the  tonnage  of  the  ship  which  remains  after  deducting  from 
the  gross  tonnage  any  deductions  allowed  under  section  79  of  the  principal  act:  Provided  that — 

(a)  This  section  shall  not  apply  to  steamships  constructed  for  the  purpose  of  towing  ves- 
sels so  long  as  they  are  exclusively  employed  as  tugs,  but  if  and  when  employed  for  the  carriage 
of  passengers,  cargoes,  or  stores,  or  using  graving  docks  or  dry  docks  or  places  provided  for  the 
repairing  of  vessels  the  register  tonnage  on  which  dues  based  on  register  tonnage  may  be  levied 
by  any  harbor  or  dock  authority  shall  be  ascertained  in  manner  provided  by  the  Merchant 
Shipping  Acts,  1894  to  1906,  as  amended  by  this  act;  and 

(b)  This  section  shall  not  come  into  operation  until  the  1st  day  of  January,  1914,  in  the 
case  of  the  following  ships  (in  this  act  referred  to  as  existing  ships),  namely,  ships  constructed, 
or  the  construction  of  which  has  been  commenced,  before  the  1st  day  of  May,  1907,  and  ships 
a  contract  for  the  construction  of  which  has  been  made  before  the  1st  day  of  May,  1907,  though 
the  construction  has  not  actually  commenced  before  that  date. 

Provisions  as  to  ships  already  registered. — 3.  (1)  Where,  in  ascertaining  the  tonnage  of  an 
existing  ship,  a  deduction  has  been  made  for  the  space  occupied  by  the  propelling  power  of  the 
ship  greater  than  the  maximum  deduction  allowed  under  this  act,  the  tonnage  of  the  ship  shall, 
before  the  date  on  which  this  act  comes  into  operation  as  respects  that  ship,  be  recalculated  on 
the  basis  of  allowing  the  maximum  deduction  under  this  act  instead  of  that  previously  allowed, 
and  the  necessary  alteration  of  the  particulars  and  certificate  of  the  registry  of  the  ship  shall 
be  made  and  shall  take  effect  on  that  date. 

(2)  The  registrar  of  every  port  of  registry  shall  make  any  alteration  in  the  particulars  of 
the  registry  of  any  ship  registered  at  that  port,  which  is  required  for  the  purposes  of  this  section, 
and  shall  send  notice  of  the  alteration  so  made  to  the  managing  owner  of  the  ship. 

(3)  The  managing  owner  of  the  ship,  on  the  receipt  of  any  such  notice  of  alteration,  shall 
forthwith  transmit  the  notice  to  the  master  of  the  ship,  and  the  master  of  the  ship  on  receipt 


274  MEASUREMENT   OF   VESSELS   FOB  PANAMA   CANAL. 

of  the  notice  shall  produce  it  to  the  registrar  of  the  port  at  which  the  ship  is  when  the  mtice  is 
received,  if  that  port  is  a  port  having  a  registrar,  and  if  not  to  the  registrar  of  the  first  port  hav- 
ing a  registrar  at  which  the  ship  arrives  after  the  notice  is  received,  and  the  registrar  shall  alter 
the  certificate  of  registry  of  the  ship  in  accordance  with  the  notice. 

(4)  If  the  managing  owner  or  master  of  a  ship  fails  to  comply  with  the  provisions  of  this 
section,  the  managing  owner  or  master,  as  the  case  may  be,  shall  be  liable  on  summary  convic- 
tion, in  respect  of  each  offense,  to  a  fine  not  exceeding  £50. 

(5)  The  expression  "managing  owner"  in  this  section  includes  any  person  registered  under 
section  59  of  the  principal  act  in  cases  where  there  is  no  managing  owner. 

79.  Deductions  for  ascertaining  tonnage. — (1)  In  measuring  or  remeasuring  a  ship  for  the 
purpose  of  ascertaining  her  register  tonnage,  the  following  deductions  shall  be  made  from  the 
space  included  in  the  measurement  of  the  tonnage,  namely : 

(a)  In  the  case  of  any  ship — 

(i)  Any  space  used  exclusively  for  the  accommodation  of  the  master;  and  any  space  occu- 
pied by  seamen  or  apprentices  and  appropriated  to  their  use,  which  is  certified  under  the  regu- 
lations scheduled  to  this  act  with  regard  thereto; 

(ii)  Any  space  used  exclusively  for  the  working  of  the  helm,  the  capstan,  and  the  anchor 
gear,  or  for  keeping  the  charts,  signals,  and  other  instruments  of  navigation,  and  boatswain's 
stores;  and 

(hi)  The  space  occupied  by  the  donkey  engine  and  boiler,  if  connected  with  the  main 
pumps  of  the  ship ;  and 

(iv)  (M.  S.  Act,  1906,  Sec.  54  (1)-) — Any  space  (other  than  a  double  bottom)  adapted  only 
for  water  ballast;  and 

(b)  In  the  case  of  a  ship  wholly  propelled  by  sails,  any  space  set  apart  and  used  exclusively 
for  the  storage  of  sails. 

(M.  S.  Act,  1906,  sec.  54  {2).) — For  the  purpose  of  obtaining  the  benefit  of  a  deduction 
under  [subsection  (1)  (a)  (iv)  of]  this  section  the  owner  of  any  existing  ship  who  claims  to  be 
entitled  to  the  deduction  may  apply  to  the  Board  of  Trade  to  have  the  necessary  remeasure- 
ments  of  his  ship  made,  and  the  Board  of  Trade,  on  the  payment  of  such  fee,  not  exceeding  in 
any  case  one-fifth  of  the  corresponding  maximum  fee  fixed  by  the  third  schedule  to  the  prin- 
cipal act,  as  they  may  authorize,  shall  direct  those  measurements  to  be  made,  and  the  number 
denoting  the  register  tonnage  shall  be  altered  accordingly. 

(2)  The  deductions  allowed  under  this  section,  other  than  a  deduction  for  a  space  occupied 
by  seamen  or  apprentices,  and  certified  as  aforesaid,  shall  be  subject  to  the  following  provisions, 
namely : 

(a)  The  space  deducted  must  be  certified  by  a  surveyor  of  ships  as  reasonable  in  extent 
and  properly  and  efficiently  constructed  for  the  purpose  for  which  it  is  intended ; 

(b)  There  must  be  permanently  marked  in  or  over  every  such  space  a  notice  stating  the 
purpose  to  which  it  is  to  be  applied,  and  that  while  so  applied  it  is  to  be  deducted  from  the 
tonnage  of  the  ship; 

(c)  The  deduction  on  account  of  space  for  storage  of  sails  must  not  exceed  2$  per  cent  of 
the  tonnage  of  the  ship. 

81.  Measurement  of  ships  with  double  bottoms  for  water  ballast. — In  the  case  of  a  ship  con- 
structed with  a  double  bottom  for  water  ballast,  if  the  space  between  the  inner  and  outer 
plating  thereof  is  certified  by  a  surveyor  of  ships  to  be  not  available  for  the  carriage  of  cargo, 
stores,  or  fuel,  then  the  depth  required  by  the  provisions  of  Rule  I,  relating  to  the  measurement 
of  transverse  areas,  shall  be  taken  to  be  the  upper  side  of  the  inner  plating  of  the  double  bottom, 
and  that  upper  side  shall,  for  the  purposes  of  measurement,  be  deemed  to  represent  the  floor 
timber  referred  to  in  that  rule. 

82.  Tonnage  once  ascertained  to  be  the  tonnage  of  ship. — Whenever  the  tonnage  of  any  ship 
has  been  ascertained  and  registered  in  accordance  with  the  tonnage  regulations  of  this  act, 


MEASUREMENT  OF  VESSELS  FOB  PANAMA  CANAL.  275 

the  same  shall  thenceforth  be  deemed  to  be  the  tonnage  of  the  ship  and  shall  be  repeated  in 
every  subsequent  registry  thereof,  unless  any  alteration  is  made  in  the  form  or  capacity  of  the 
ship,  or  unless  it  is  discovered  that  the  tonnage  of  the  ship  has  been  erroneously  computed; 
and  in  either  of  those  cases  the  ship  shall  be  remeasured  and  her  tonnage  determined  and  reg- 
istered according  to  the  tonnage  regulations  of  this  act. 

84.  Tonnage  of  ships  of  foreign  countries  adopting  tonnage  regulations. — (1)  Whenever  it 
appears  to  Her  Majesty  the  Queen  in  Council  that  the  tonnage  regulations  of  this  act  have 
been  adopted  by  any  foreign  country  and  are  in  force  there,  Her  Majesty  in  Council  may  order 
that  the  ships  of  that  country  shall,  without  being  remeasured  in  Her  Majesty's  dominions,  be 
deemed  to  be  of  the  tonnage  denoted  in  their  certificates  of  registry  or  other  national  papers, 
in  the  same  manner,  to  the  same  extent,  and  for  the  same  purposes  as  the  tonnage  denoted  in 
the  certificate  of  registry  of  a  British  ship  is  deemed  to  be  the  tonnage  of  that  ship. 

(2)  Her  Majesty  in  Council  may  limit  the  time  during  which  the  order  is  to  remain  in 
operation  and  make  the  order  subject  to  such  conditions  and  qualifications  (if  any)  as  Her 
Majesty  may  deem  expedient,  and  the  operation  of  the  order  shall  be  limited  and  modified 
accordingly. 

(3)  If  it  is  made  to  appear  to  Her  Majesty  that  the  tonnage  of  any  foreign  ship,  as  measured 
by  the  rules  of  the  country  to  which  she  belongs,  materially  differs  from  that  which  would  be 
her  tonnage  if  measured  under  this  act,  Her  Majesty  hi  Council  may  order  that,  notwithstanding 
any  order  in  council  for  the  time  being  in  force  under  this  section,  any  of  the  ships  of  that 
country  may,  for  all  or  any  of  the  purposes  of  this  act,  be  remeasured  in  accordance  with  this  act. 

85.  Space  occupied  by  deck  cargo  to  be  liable  to  dues.--(l)  If  any  ship,  British  or  foreign, 
other  than  a  home-trade  ship  as  defined  by  this  act,  carries  as  deck  cargo,  that  is  to  say,  in  any 
uncovered  space  upon  deck,  or  in  any  covered  space  not  included  in  the  cubical  contents  forming 
the  ship's  registered  tonnage,  timber,  stores,  or-other  goods,  all  dues  payable  on  the  ship's  ton- 
nage shall  be  payable  as  if  there  were  added  to  the  ship's  registered  tonnage  the  tonnage  of 
the  space  occupied  by  those  goods  at  the  time  at  which  the  dues  become  payable. 

(2)  The  space  so  occupied  shall  be  deemed  to  be  the  space  limited  by  the  area  occupied 
by  the  goods  and  by  straight  lines  inclosing  a  rectangular  space  sufficient  to  include  the  goods. 

(3)  The  tonnage  of  the  space  shall  be  ascertained  by  an  officer  of  the  Board  of  Trade  or  of 
Customs  in  manner  directed  as  to  the  measurement  of  poops  or  other  closed-in  spaces  by  Kule  I 
in  the  second  schedule  to  this  act,  and  when  so  ascertained  shall  be  entered  by  him  in  the  ship's 
official  log  book  and  also  in  a  memorandum  which  he  shall  deliver  to  the  master,  and  the  master 
shall,  when  the  said  dues  are  demanded,  produce  that  memorandum  in  like  manner  as  if  it 
were  the  certificate  of  registry,  or,  in  the  case  of  a  foreign  ship,  the  document  equivalent  to  a 
certificate  of  registry,  and  in  default  shall  be  liable  to  the  same  penalty  as  if  he  had  failed  to. 
produce  the  said  certificate  or  document. 

(4)  Nothing  in  this  section  shall  apply  to  any  ship  employed  exclusively  in  trading  or 
going  from  place  to  place  in  any  river  or  inland  water  of  which  the  whole  or  part  is  in  any 
British  possession  or  to  deck  cargo  carried  by  a  ship  while  engaged  in  the  coasting  trade  of  any 
British  possession. 

86.  Surveyors  and  regulations  for  measurement  of  ships. — All  duties  in  relation  to  the 
survey  and  measurement  of  ships  shall  be  performed  by  surveyors  of  ships  under  this  act  in 
accordance  with  regulations  made  by  the  Board  of  Trade. 

80.  Power  to  register  Government  ships  under  the  Merchant  Shipping  Acts  ( M.  S.  Act,  1906). — 
(1)  His  Majesty  may  by  order  in  council  make  regulations  with  respect  to  the  manner  in  which 
Government  ships  may  be  registered  as  British  ships  for  the  purpose  of  the  Merchant  Shipping 
Acts  and  those  acts  subject  to  any  exceptions  and  modifications  which  may  be  made  by  order 
in  council,  either  generally  or  as  respects  any  special  class  of  Government  ships,  shall  apply  to 
Government  ships  registered  in  accordance  with  those  regulations  as  if  they  were  registered  in 
manner  provided  by  those  acts. 


276  MEASUKEMENT   OF  VESSELS  FOB  PANAMA   CANAL. 

(2)  Nothing  in  this  act  shall  affect  the  powers  of  the  legislature  of  any  British  possession 
to  regulate  any  Government  ships  under  the  control  of  the  Government  of  that  possession. 

(3)  In  this  section  the  expression  "Government  ships"  means  ships  not  forming  part  of 
His  Majesty's  Navy  which  belong  to  His  Majesty  or  are  held  by  any  person  on  behalf  of  or 
for  the  benefit  of  the  Crown,  and  for  that  reason  can  not  be  registered  under  the  principal  act. 

743.  Application  of  act  to  ships  propelled  by  electricity,  etc. — Any  provisions  of  this  act 
applying  to  steamers  or  steamships  shall  apply  to  ships  propelled  by  electricity  or  other  mechan- 
ical power,  with  such  modifications  as  the  Board  of  Trade  may  prescribe  for  the  purpose  of 
adaptation. 

Second  Schedule. — Rules  as  to  the  Measurement  of  Tonnage. 

rule  i  as  modified  by  sec.  81  (measurement  of  vessels  with  double  bottoms  for  water 
ballast)  and  bt  the  board  of  trade  ltnder  sec.  77  (7)  of  the  act. 

(The  modifications  are  shown  by  italics.) 

(1)  Measurement  of  ships  to  be  registered,  and  other  ships  of  which  the  hold  is  clear — Lengths. — 
Measure  the  length  of  the  ship  in  a  straight  line  along  the  upper  side  of  the  tonnage  deck  from 
the  inside  of  the  inner  plank  (average  thickness)  at  the  side  of  the  stem  to  the  inside  of  the 
midship  stern  timber  or  plank  there,  as  the  case  may  be  (average  thickness),  deducting  from  this 
length  what  is  due  to  the  rake  of  the  bow  in  the  thickness  of  the  deck  and  what  is  due  to  the 
rake  of  the  stern  timber  in  the  thickness  of  the  deck,  and  also  what  is  due  to  the  rake  of  the  stern 
timber  in  one-third  of  the  round  of  the  beam;  divide  the  length  so  taken  into  the  number  of 
equal  parts  required  by  the  following  table,  according  to  the  class  in  such  table  to  which  the  ship 
belongs : 

Table. 

Class  1.  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measurement,  50  feet 
long  or  under,  into  four  equal  parts. 

Class  2.  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measurement,  above 
50  feet  long  and  not  exceeding  120,  into  six  equal  parts. 

Class  3.  Ships  of  which  the  tonnage  deck  is  according  to  the  above  measurement  above 
120  feet  long,  and  not  exceeding  180,  into  8  equal  parts. 

Class  4.  Ships  of  which  the.  tonnage  deck  is  according  to  the  above  measurement  above 
ISO  feet  long,  and  not  exceeding  225,  into  10  equal  parts. 

Class  5.  Ships  of  which  the  tonnage  deck  is  according  to  the  above  measurement  above 
225  feet  long,  into  12  equal  parts. 

In  the  case  of  a  break  or  breaks  in  a  double  bottom  for  water  ballast,  the  length  of  the  vessel  is  to 
be  taken  in  parts  according  to  the  number  of  breaks,  and  each  part  divided  into  a  number  of  equal 
parts  according  to  the  class  in  the  above  table  to  which  such  length  belongs. 

(2)  Transverse  areas. — Then,  the  hold  being  first  sufficiently  cleared  to  admit  of  the 
required  depths  and  breadths  being  properly  taken,  find  the  transverse  area  of  the  ship  at  each 
point  of  division  of  the  length  or  each  point  of  division  of  the  parts  of  the  length,  as  the  case  may 
require,  as  follows:  Measure  the  depth  at  each  point  of  division  from  a  point  at  a  distance  of 
one-third  of  the  round  of  the  beam  below  the  tonnage  deck,  or,  in  case  of  a  break,  below  a  fine 
stretched  in  continuation  thereof,  to  the  upper  side  of  the  floor  timber  (upper  side  of  the  inner 
plating  of  the  double  bottom)1  at  the  inside  of  the  limber  strake,  after  deducting  the  average  thick- 
ness of  the  ceiling  which  is  between  the  bilge  planks  and  the  limber  strake;  then,  if  the  depths 
at  the  midship  division  of  the  length  do  not  exceed  16  feet,  divide  each  depth  \\ito  five  2  equal 
parts;  then  measure  the  inside  horizontal  breadth  at  each  of  the  four  points  of  division,  and 

1  See  Section  81,  Merchant  Shipping  Act,  1894. 

2  See  Report  of  Royal  Commission  on  Tonnage,  p.  799. 


MEASUREMENT    OF   VESSELS   FOR   PANAMA    CANAL.  277 

also  at  the  upper  point  of  the  depth,  extending  each  measurement  to  the  average  thickness  of 
that  part  of  the  ceding  which  is  between  the  points  of  measurement;  number  these  breadths 
from  above  (i.  e.,  numbering  the  upper  breadth  1,  and  so  on  down  to  the  fifth  breadth);  multiply 
the  second  and  fourth  by  4,  and  the  third  by  2;  add  these  products  together,  and  to  the  sum 
add  the  first  breadth  and  the  fifth;  multiply  the  quantity  thus  obtained  by  one-third  of  the 
common  interval  between  the  breadths,  and  the  product  shall  be  deemed  the  transverse  area 
of  the  upper  part  of  the  section;  then  find  the  area  between  the  fifth  and  lower  point  of  the  depth  by 
dividing  the  depth  between  such  points  into  four  equal  parts  and  measure  the  horizontal  breadths 
at  the  three  points  of  division  and  also  at  the  upper  and  lower  points,  and  proceed  as  before,  and  the 
sum  of  two  parts  shall  be  deemed  to  be  the  transverse  area;  but  if  the  midship  depth  exceed  16  feet, 
divide  each  depth  into  seven  equal  parts  instead  of  four,  and  measure  as  before  directed  the 
horizontal  breadths  at  the  six  points  of  division,  and  also  at  the  upper  point  of  the  depth;  num- 
ber them  from  above  as  before;  multiply  the  second,  fourth,  and  sixth  by«i  and  the  third  and 
fifth  by  2;  add  these  products  together,  and  to  the  sum  add  the  first  breadth  and  the  seventh; 
multiply  the  quantity  thus  obtained  by  one-third  of  the  common  interval  between  the  breadths, 
and  the  products  shall  be  deemed  the  transverse  area  of  the  upper  part  of  the  section;  then  find 
the  lower  part  of  the  area  as  before  directed,  and  add  the  two  parts  together,  and  the  sum  shall  be 
deemed  to  be  the  transverse  area. 

In  all  cases-  where  the  top  of  the  double  bottom  is  horizontal  it  will  be  sufficient  to  measure  the 
transverse  areas  under  the  ordinary  words  of  the  law. 

(3)  Computation  from  areas. — Having  thus  ascertained  the  transverse  area  at  each  point 
of  division  of  the  length  of  the  ship,  or  each  point  of  division  of  the  parts  of  the  length,  as  the  case 
may  require,  as  required  by  the  above  table,  proceed  to  ascertain  the  register  tonnage  under  the 
tonnage  deck  in  the  following  manner:  Number  the  areas,  respectively,  1,  2,  3,  etc.,  No.  1 
being  at  the  extreme  limit  of  the  length  at  the  bow,  or  of  each  part  of  the  length,  and  the  last 
number  at  the  extreme  limit  of  the  length  at  the  stern,  or  the  extreme  limit  at  the  after  end  of 
each  part  of  the  length;  then  whether  the  length  be  divided  according  to  the  table  into  4  or  12 
parts,  as  in  classes  1  and  5,  or  any  intermediate  number,  as  in  classes  2,  3,  and  4,  multiply  the 
second  and  every  even-numbered  area  by  4,  and  the  third  and  every  odd-numbered  area  (except 
the  first  and  last)  by  2;  add  these  products  together,  and  to  the  sum  add  the  first  and  last  if 
they  yield  anything;  multiply  the  quantity  thus  obtained  by  one-third  of  the  common  interval 
between  the  areas,  and  the  product  will  be  the  cubical  contents'  of  the  space,  or  cubical  contents 
of  each  part  if  the  ship  is  measured  in  parts  under  the  tonnage  deck;  divide  this  product,  or  if 
measured  in  parts  the  products  of  the  several  parts  added  together,  by  100,  and  the  quotient,  being 
the  tonnage  under  the  tonnage  deck,  shall  be  deemed  to  be  the  register  tonnage  of  the  ship, 
subject  to  any  additions  and  deductions  under  this  act. 

(4)  In  case  of  decks  above  the  tonnage  deck. — If  the  ship  has  a  third  deck,  commonly  called 
a  spar  deck,  the  tonnage  of  the  space  between  it  and  the  tonnage  deck  shall  be  ascertained  as 
follows :  Measure  in  feet  the  inside  length  of  the  space  at  the  middle  of  its  height  from  the  plank 
at  the  side  of  the  stem  to  the  lining  on  the  timbers  at  the  stern,  and  divide  the  length  into  the 
same  number  of  equal  parts  into  which  the  length  of  the  tonnage  deck  is  divided  as  above 
directed;  measure  (also  at  the  middle  of  its  height)  the  inside  breadth  of  the  space  at  each  of 
the  points  of  division,  also  the  breadth  at  the  stem  and  the  breadth  at  the  stern ;  number  them 
successively  1,  2,  3,  etc.,  commencing  at  the  stem;  multiply  the  second  and  all  the  other  even- 
numbered  breadths  by  4,  and  the  third  and  all  the  other  odd-numbered  breadths  (except  the 
first  and  last)  by  2;  to  the  sum  of  these  products  add  the  first  and  last  breadths;  multiply  the 
whole  sum  by  one-third  of  the  common  interval  between  the  breadths,  and  the  result  will  give  in 
superficial  feet  the  mean  horizontal"  area  of  the  space;  measure  the  mean  height  of  the  space 
and  multiply  by  it  the  mean  horizontal  area,  and  the  product  will  be  the  cubical  contents  of  the 
space;  divide  this  product  by  100  and  the  quotient  shall  be  deemed  to  be  the  tonnage  of  the 
space  and  shall  be  added  to  the  tonnage  of  the  ship  ascertained  as  aforesaid.     If  the  ship  has 


278  MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

more  than  three  decks  the  tonnage  of  each  space  between  decks  above  the  tonnage  deck  shall 
be  severally  ascertained  in  manner  above  described,  and  shall  be  added  to  the  tonnage  of  the 
ship  ascertained  as  aforesaid. 

(5)  Poop,  declc  house,  forecastle,  and  any  other  closed-in  space. — If  there  be  a  break,  a  poop, 
or  any  other  permanent  closed-in  space  on  the  upper  deck  available  for  cargo  or  stores,  or  for 
the  berthing  or  accommodation  of  passengers  or  crew,  the  tonnage  of  that  space  shall  be  ascer- 
tained as  follows:  Measure  the  internal  mean  length  of  the  space  in  feet,  and  divide  it  into  two 
equal  parts;  measure  at  the  middle  of  its  height  three  inside  breadths,  namely,  one  at  each  end 
and  the  other  at  the  middle  of  the  length;  then  to  the  sum  of  the  end  breadths  add  four  times 
the  middle  breadth,  and  multiply  the  whole  sum  by  one-third  of  the  common  interval  between 
the  breadths,  the  product  will  give  the  mean  horizontal  area  of  the  space;  then  measure  the 
mean  height,  and  multiply  by  it  the  mean  horizontal  area;  divide  the  product  by  100  and  the 
quotient  shall  be  deemed  to  be  the  tonnage  of  the  space,  and  shall  be  added  to  the  tonnage 
under  the  tonnage  deck  ascertained  as  aforesaid.  Provided  that  no  addition  shall  be  made  in 
respect  of  any  building  erected  for  the  shelter  of  deck  passengers  and  approved  by  the  Board 
of  Trade. 

RULE    II.       (AS    MODIFIED    BY    THE    BOARD    OF   TRADE    LTNDER    SEC.    77    (7)    OF   THE    ACT.) 

(1)  Measurement  of  ships  not  requiring  registry  with  cargo  on  hoard  and  ships  which  can  not 
be  measured  under  Rule  I. — Length. — Breadth. — Girting  of  the  ship. — Measure  the  length  on  the 
uppermost  deck  from  the  outside  of  the  outer  plank  at  the  stem  to  the  aft  side  of  the  sternpost, 
deducting  therefrom  the  distance  between  the  aft  side  of  the  sternpost  and  the  rabbet  of  the 
sternpost  at  the  point  where  the  counter  plank  crosses  it;  measure,  also  the  greatest  breadth  of 
the  ship  to  the  outside  of  the  outer  planking  or  wales,  and  then,  having  first  marked  on  the  out- 
side of  the  ship  on  both  sides  thereof  the  height  of  the  upper  deck  at  the  ship's  sides,  girt  the 
ship  at  the  greatest  breadth  in  a  direction  perpendicular  to  the  keel  from  the  height  so  marked 
on  the  outside  of  the  ship  on  the  one  side  to  the  height  so  marked  on  the  other  side  by  passing  a 
chain  under  the  keel;  to  half  the  girth  thus  taken  add  half  the  main  breadth;  square  the  sum; 
multiply  the  result  by  the  length  of  ship  taken  as  aforesaid ;  then  multiply  this  product  by  the 
factor  .0017  {seventeen  ten-thousandths)  in  the  case  of  ships  built  of  wood,  and  .0018  {eighteen 
ten-thousandths)  in  the  case  of  ships  built  of  iron,  and  the  product  shall  be  deemed  the  register 
tonnage  of  the  ship,  subject  to  any  additions  and  deductions  under  this  act 

(2)  Poop,  deck  house ,  forecastle,  and  other  closed-in  spaces  on  upper  deck . — If  there  be  a  break, 
a  poop,  or  other  closed-in  space  on  the  upper  deck,  the  tonnage  of  that  space  shall  be  ascertained 
by  multiplying  together  the  mean  length,  breadth,  and  depth  of  the  space,  and  dividing  the 
product  by  100,  and  the  quotient  so  obtained  shall  be  deemed  to  be  the  tonnage  of  the  space, 
and  shall  be  added  to  the  tonnage  of  the  ship  ascertained  as  aforesaid. 

RULE    III. 

Measurement  of  allowance  for  engine-room  space  in  steamships. —  (i)  Measure  the  mean  depth 
of  the  space  from  its  crown  to  the  ceiling  at  the  limber  strake,  measure  also  three,  or,  if  necessary, 
more  than  three,  breadths  of  the  space  at  the  middle  of  its  depth,  taking  one  of  those  measure- 
ments at  each  end,  and  another  at  the  middle  of  the  length;  take  the  mean  of  those  breadths; 
measure  also  the  mean  length  of  the  space  between  the  foremost  and  aftermost  bulkheads  or 
limits  of  its  length,  excluding  such  parts,  if  any,  as  are  not  actually  occupied  by  or  required  for 
the  proper  working  of  the  machinery;  multiply  together  these  three  dimensions  of  length, 
breadth,  and  depth,  divide  the  product  by  100,  and  the  result  shall  be  deemed  the  tonnage  of  the 
space  below  the  crown;  then  find  the  cubical  contents  of  the  space  or  spaces,  if  any,  above  the 
crown  aforesaid,  which  are  framed  in  for  the  machinery  or  for  the  admission  of  light  and  air,  by 
multiplying  together  the  length,  depth,  and  breadth  thereof;  add  such  contents  to  the  cubical 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  279 

contents  of  the  space  below  the  crown;  divide  the  sum  by  100;  and  the  result  shall  (subject  to 
the  provisions  hereinafter  contained)  be  deemed  to  be  the  tonnage  of  the  space. 

(ii)  If  in  any  ship  in  which  the  space  for  propelling  power  is  to  be  measured  the  engines  and 
boilers  arc  fitted  in  separate  compartments,  the  contents  of  each  shall  be  measured  severally  in 
like  manner,  according  to  the  above  rules,  and  the  sum  of  their  several  results  shall  be  deemed  to 
be  the  tonnage  of  the  said  space. 

(iii)  In  the  case  of  screw  steamers,  in  which  the  space  for  propelling  power  is  to  be  measured, 
the  contents  of  the  shaft  trunk  shall  be  ascertained  by  multiplying  together  the  mean  length, 
breadth,  and  depth  of  the  trunk,  and  dividing  the  product  by  100. 

(iv)  If  in  any  ship  in  which  the  space  aforesaid  is  to  be  measured  any  alteration  be  made 
in  the  length  or  capacity  of  the  spaces,  or  if  any  cabins  be  fitted  in  the  space,  the  ship  shall  be 
deemed  to  be  a  ship  not  registered  until  remeasurement. 

RULE    IV. 

IV.  Measurement  of  open  ships. — In  ascertaining  the  tonnage  of  open  ships  the  upper  edge 
of  the  upper  strake  is  to  form  the  boundary  line  of  measurement,  and  the  depths  shall  be  taken 
from  an  athwartship  line,  extending  from  upper  edge  to  upper  edge  of  the  said  strake  at  each 
division  of  the  length. 

Tonnage  Measurement  of  Government  Ships. 

[Extracts  from  order  in  council  dated  March  22,  1911 ,  respecting  the  registration  of  ships  in  the  service  of  the  Admiralty, 

but  not  forming  part  of  the  Royal  Navy.] 

7.  The  tonnage  of  Government  ships  in  the  service  of  the  Admiralty  shall  be  ascertained  in 
accordance  with  tonnage  regulations  to  be  made  by  the  Board  of  Trade  with  the  concurrence  of 
the  Admiralty;  and  wherever  reference  is  made  to  tonnage  regulations  or  to  the  ascertainment 
of  tonnage  thereby  in  any  sections  of  the  Merchant  Shipping  Acts  which  are  applicable  to  Gov- 
ernment ships  such  sections  shall  be  read  with  reference  to  Government  ships  as  if  the  tonnage 
regulations  made  under  this  order  in  council  were  mentioned  therein  in  lieu  of  the  tonnage 
regulations  mentioned  in  that  act  and  any  schedules  thereto. 

23.  The  following  sections  and  provisions  of  the.  Merchant  Shipping  Acts  shall  not  apply  to 
Government  ships  in  the  service  of  the  Admiralty  registered  in  pursuance  of  the  provisions  of 
this  order  in  council,  namely: 

The  Merchant  Shipping  Act,  1894,  sections  7  (3)  and  (5),  48,  84,  85. 

The  Merchant  Shipping  Act,  1906,  section  53. 


APPENDIX   IV. 


BRITISH  BOARD  OF  TRADE  INSTRUCTIONS  RELATING 
TO  THE  MEASUREMENT   OF   SHIPS,  1913. 

61861°— 13 19  281 


APPENDIX  IV. 

INSTRUCTIONS  AS  TO  THE  TONNAGE  MEASUREMENT  OF  SHIPS. 

[Issued  by  the  Board  of  Trade,  1913.) 
CONTENTS. 


Subject. 


Paragraph. 


Part  I.— Measurement  of  British  Vessels. 

Preliminary 

Gross  tonnage 

Measurement  by  Rule  I 

Under  tonnage  deck 

Between  decks 

Excess  of  hatchways 

Spaces  on  upper  deck 

Worked  example • — 

Measurement  by  Rule  II 

Register  (net )  tonnage , 

Allowance  for  propelling  power 

Deductions  under  section  79 

Forms,  etc 

Registry  of  alterations 

Measurement  of  motor  boats  and  vessels  of  special  type 

Measurement  of  deck  cargo  spaces 

Measurement  of  Admiralty  ships , 

Verification  of  draft  of  water  marks 

Directions  for  completing  form  surveys  50 

Measurement  of  sea  fishing  boats 

Miscellaneous  rules  and  tables 

Part  II.— Measurement  of  Foreign  Vessels 

International  tonnage 

Issue  of  certificates  of  British  tonnage 


1-5 

6-7 

8-42 

8-27 

28 

29 

30-41 

42 

43-48 

49 

50-69 

7M  Ml 

81-83 

S4-S5 

M1-K7 

Ss 
89 
90 
91-93 
94 
95-101 


102-104 
105-113 


Page. 


283 

284 

2S4-292 

-N4   2SK 

289 

289 

289-291 

291-292 

292-293 

294 

294-297 

297-299 

299-301 

301 

301 

301 

301 

302 

302-303 

303 

303-306 


306-307 
307-309 


Note. — This  edition  supersedes  the  edition  issued  in  1907.    The  contents  have  been  rearranged  and  to  a  large  extent  rewritten:  and  the  printed 
circulars  and  other  instructions  issued  since  1907  have  been  embodied. 

Part  I. — Measurement  of  British  Vessels. 

PRELIMINARY. 


1.  Authority  for  instructions. — These  instructions  are  issued  by  the  Board  of  Trade  under 
the  provisions  of  the  Merchant  Shipping  Acts  for  the  assistance  and  guidance  of  their  officers 
in  measuring  the  tonnage  of  ships. 

2.  Fees  and  expenses. — Instructions  as  to  the  fees  and  expenses  payable  in  connection  with 
tonnage  measurement  are  contained  in  the  pamphlet  entitled  "List  of  fees  and  expenses  payable 
in  connection  with  Board  of  Trade  surveys." 

3.  Law  relating  to  tonnage. — The  tonnage  regulations  of  the  Merchant  Shipping  Acts,  1894 
to  1907,  are  inserted  in  Appendix  3,  page  271,  and  the  surveyors  are  expected  to  make  them- 
selves thorouglily  conversant  therewith,  and  also  with  the  following  instructions  regarding 
their  application.  Whenever  in  the  course  of  these  instructions  reference  is  made  to  "the  act" 
or  to  a  section  or  schedule  by  number  only,  the  reference  is  to  the  Merchant  Shipping  Act,  1894. 

4.  Surveyors  to  refer  to  principal  surveyor  for  tonnage. — The  measuring  surveyor  will  in  all 
cases  obey  and  be  immediately  responsible  to  the  principal  surveyor  for  tonnage  with  regard 
to  these  instructions,  and  when  in  doubt  upon  any  point  he  should  refer  it  to  him  for  direction, 
and  the  principal  surveyor  will,  if  necessary,  submit  it  for  the  consideration  and  decision  of 
the  Board  of  Trade. 

5.  Gross  and  net  tonnage. — For  the  purpose  of  the  tonnage  regulations  of  the  Merchant 
Shipping  Acts,  the  ton  is  a  unit  of  volume  containing  100  cubic  feet.     The  act  provides  that 

283 


284  MEASUREMENT    OF    VESSELS   FOR    PANAMA   CANAL. 

for  the  purpose  of  ascertaining  the  register  or  net  tonnage  of  a  ship,  the  gross  tonnage  shall  first 
be  ascertained  in  accordance  with  the  directions  contained  in  the  second  schedule,  and  the 
deductions  provided  for  in  the  acts  shall  then  be  made  from  the  gross  tonnage  so  ascertained. 

GROSS    TONNAGE. 

6.  Items  of  gross  tonnage. — The  gross  tonnage  consists  of  the  sum  of  the  following  items: 

(a)  The  cubical  capacity  of  the  vessel  below  the  tonnage  deck; 

(b)  The  cubical  capacity  of  each  space  between  decks  above  the  tonnage  deck; 

(c)  The  cubical  capacity  of  the  permanent  closed-in  spaces  on  the  upper  deck  available  for 
cargo  or  stores  or  for  the  berthing  or  accommodation  of  passengers  or  crew;  and 

(d)  The  "excess  of  hatchways." 

7.  Application  of  Rules  I  and  II,  respectively. — The  act  provides  that  the  gross  tonnage 
must  always  be  ascertained  by  Rule  I  in  the  second  schedule,  except  in  the  case  of  ships  which 
requiring  to  be  measured  for  any  purpose  other  than  registry  have  cargo  on  board,  and  ships 
which  requiring  to  be  measured  for  the  purpose  of  registry,  can  not  be  measured  by  Rule  I, 
in  which  cases  Rule  II  may  be  employed.  The  surveyors  should  note,  however,  that  Rule  II  is 
not  to  be  adopted  in  any  case  without  the  special  sanction  of  the  Board  of  Trade,  except  in  the 
case  of  pleasure  yachts  under  50  feet  in  length,  which  may  be  measured  for  registry  under 
Rule  II  without  special  authority  if  the  application  of  Rule  I  is  impossible  owing  to  some  or  all 
of  the  fittings  of  the  vessel  being  in  place  at  the  time  of  measurement. 

Any  ship  which  has  been  measured  under  Rule  II  may  at  any  subsequent  period  be  re- 
measured  under  Rule  I  on  the  applicatipn  of  the  owner,  and  the  payment  of  the  prescribed  fees. 

MEASLTREMEXT    UNDER    RULE    I. 

SPACE    BENEATH   THE   TONNAGE   DECK. 

8.  Definition  of  tonnage  deck. — The  tonnage  deck  is  the  upper  deck  in  all  ships  which  have 
less  than  three  decks,  and  the  second  deck  from  below  in  all  other  ships;  but  the  protective 
deck  of  a  warship  is  not  to  be  considered  as  a  deck  within  the  the  meaning  of  section  77  (6). 

9.  Modification  of  rules  for  vessels  with  double  bottoms. — The  rules  for  measurement  under 
the  tonnage  deck  are  contained  in  paragraphs  (1)  to  (3)  of  Rule  I,  but  in  the  application  of 
these  rules  to  vessels  with  double  bottoms  for  water  ballast  regard  must  be  had  to  the  provisions 
of  section  81  in  respect  of  the  depth  measurements  in  every  case.  In  the  case  of  vessels  in  which 
the  double  bottoms  are  designed  with  a  rise  transversely,  regard  must  also  be  had  to  the  modifi- 
cations made  by  the  Board  of  Trade  under  section  77  (7)  to  meet  such  cases  in  respect  of  the 
position  and  number  of  breadths  to  be  measured,  and  the  mode  of  computing  the  areas.  The 
rules  as  modified  under  these  sections  are  printed  on  pages  276  to  278,  and  must  be  followed  in 
all  cases  so  far  as  they  apply. 

10.  Measurement  to  be  made  at  an  early  stage. — In  order  that  the  measurement  of  the  gross 
tonnage  may  be  effected  under  proper  conditions,  the  surveyors  should  watch  the  progress  of 
the  building  of  all  steam  vessels  within  the  limits  of  their  port,  so  that  the  measurements  may 
be  taken  when  the  hold  is  ready  and  while  it  is  still  sufficiently  clear  for  the  purpose.  At  the 
same  time,  it  will  be  understood  that  the  responsibdity  for  applying  for  measurement  rests 
with  the  budders  or  owners,  as  the  case  may  be. 

11.  It  is  of  great  importance,  not  only  that  the  rules  given  by  the  act  should  be  followed, 
but  that  all  the  required  measurements  should  be  taken,  and  the  calculations  made,  in  one 
uniform  and  correct  manner,  so  that  one  general  system  may  prevail  in  this  respect  through- 
out the  various  ports  of  tin-  Kingdom.  For  this  purpose  the  following  practical  directions  are 
given,  showing  the  several  progressive  steps,  briefly  stated,  to  be  observed  in  the  practical 
operation  of  measurement  by  Rule  I. 

The  measurements  made  at  the  ship  may  be  recorded  in  the  notebook  provided  for  the 
purpose  (form  surveys  58a),  and  they  are  subsequently  to  be  entered  in  the  printed  formula 
appropriate  to  the  case.    (See  par.  42,  and  p.  299.) 


MEASUREMENT    OF    VESSELS   FOR   PANAMA    CANAL. 


285 


12,  Length. — The  length  at  the  tonnage  deck,  in  all  vessels  of  the  usual  sheer  ',  is  to  be  taken 
on  the  upper  surface  of  the  deck,  at  such  a  parallel  distance  from  the  middle  line  of  the  ship 
as  to  clear  the  several  hatchways  and  other  obstacles  that  may  present  themselves.  Having 
fixed  upon  the  ends  of  this  paraUel  line  as  far,  both  forward  and  aft,  as  may  be  found  conven- 
ient, mark  them  on  the  deck,  and  square  them  into  the  middle  line  of  the  ship;  then  take  the 
distances  from  the  points  thus  determined  on  the  middle  line  to  the  inside  of  the  plank  at  the 
bow  and  stern,  respectively,  or  to  the  inside  of  the  angle  irons  or  frames  in  iron  or  steel  ships  if 
not  ceiled  at  bow  and  stern,  making  the  requisite  deductions  for  the  rakes  of  the  bow  and  stern, 
as  set  forth  in  the  rule,  and  as  shown  in  figure  1 ;  the  sum  of  these  two  distances,  added  to  the 
length  of  the  parallel  line  marked  on  the  deck  as  aforesaid,  gives  the  whole  length  required. 

13.  Points  of  division  of  the  length  or  stations  of  the  transverse  areas. — Having  divided  the 
length  into  the  number  of  equal  parts  required  by  the  rule,  set  off  the  points  of  division  by  mark- 


FlGURE    I.- 


-Showing  the  length  of  a  vessel  at  the  tonnage  deck,  its  points  of  division  for  the  stations  of  the  areas, 
and  the  depth  at  each  area,  as  measured  under  Rule  I  (1)  . 

[The  diagram,  being  merely  descriptive,  is  not  drawn  to  scale. 1 


Length  It?  75ft- +6' 18.79ft  cow  int.  bet.  areas.  — 

A 


Area  No  7 


---a---r---c 

Com.  Int.  of 

18.79ft 

bet.  Areas 
4  N" 


Upper  Side  of  Ceiling  at  Limber  Stroke 


Floors 


No  I A 


References: 

A,  A,  A  represents  the  upper  side  of  the  tonnage  deck. 

B,  B,  B  (plain  line),  the  under  side  of  deck  or  beam  line. 
a,  a  represents  the  inside  plank  or  lining  at  bow  and  stern. 

D,  D  (dotted  line),  the  length,  taken  on  the  upper  side  of  the  deck  from  plank  to  plank,  showing  the  deduction  at  each  end  (namely,  the 
distance  from  the  inside  plank  to  the  upright  dotted  line  at  D),  as  prescribed  by  the  rule,  on  account  of  the  rakes  of  the  bow  and  stem.  These 
deductions  are  necessary  in  consequence  of  the  length  being  taken  above  its  right  position;  the  right  position  being  at  the  head  or  top  of  the 
areas,  shown  by  the  dotted  line  passing  through  the  points  C,  C,  etc.,  at  one-third  of  the  round  of  the  beam  below  the  deck  line. 

The  length,  being  in  this  case  112.75  feet,  is  divided  into  six  equal  parts,  giving  the  stations  of  the  areas,  with  the 
common  interval  of  IS. 79  feet  between  them. 

Cd,  Cd,  etc.,  represent  the  stations  and  depths  of  the  areas  of  the  five  points  of  division. 

C,  C,  C,  etc.,  show  the  upper  points  of  the  depths  at  one-third  of  the  round  of  the  beam  below  the  deck  or  beam  line. 
d,  d,  d,  etc.,  show  the  lower  points  of  the  depths,  at  the  upper  side  of  the  ceiling  at  the  inside  of  the  limber  strake. 

ing  their  places  on  the  tonnage  deck  with  a  piece  of  chalk  (thus  showing  the  positions  of  the 
different  transverse  areas  on  the  tonnage  deck),  and  number  them  successively  1,  2,  3,  4,  etc., 
No.  1  being  at  the  extreme  point  of  the  length  at  the  bow,  No.  2  at  the  first  point  of  division  just 
marked  on  the  deck,  and  so  on  successively,  the  last  number  being  at  the  extreme  point  of  the 
Ingth  at  the  stern.    (See  Fig.  I.) 

14.  The  positions  at  which  the  areas  have  to  be  taken  are  next  to  be  transferred  from  the 
deck  to  the  keelson  in  the  hold,  and  for  this  purpose  a  line  is  to  be  extended  down  the  main  hatch- 
way in  a  direction  perpendicular  to  the  keel,  by  means  of  a  square  placed  on  the  upper  side 
of  the  keelson;  the  distance  of  the  midship  area  from  this  line  at  the  tonnage  deck  is  then  to 
be  set  off  from  the  point  thus  determined  on  the  keelson,  which  gives  the  station  of  the  mid- 
ship area  on  the  keelson;  and  the  stations  of  the  others  are  obtained  on  the  keelson  by  setting 

1  It  is  found  that  the  length  taken  on  the  surface  or  sheer  line  of  the  deck,  in  vessels  of  the  usual  sheer,  is  as  eligible  for  the  practical  pur- 
poses of  tonnage  as  when  taken  on  the  perfect  straight  line  or  chord  of  the  sheer;  for  the  difference  in  the  two  lengths  thus  taken,  in  the  case  of 
a  vessel  having  more  than  the  usual  sheer  of  3  feet  in  250,  amounts  to  about  2i  inches,  giving  a  difference  in  the  tonnage  of  only  about  one-tenth 
per  cent. 

But  in  the  case  of  the  Dutch  galiots,  or  doggers,  as  they  are  termed,  which  have  a  depth  of  sheer  of  about  5  feet  in  100,  the  difference  in 
the  two  lengths  amounts  to  about  11  inches,  giving  an  increase  of  about  1  per  cent  in  the  tonnage  due  to  the  increased  length.  Therefore,  in 
all  such  cases  of  unusually  large  sheer,  the  length  for  computation  must  be  taken  by  means  of  a  tape  or  line  stretched  tightly  from  end  to  end 
of  the  deck. 


286  MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

off,  afore  and  abaft  the  midship  one,  the  common  interval  between  them,  as  already  marked  off 
on  the  tonnage  deck. 

15.  Round  of  beam. — The  round  up  or  spring  of  the  beam,  which  must  be  known  before 
taking  the  exact  length  of  the  vessel,  as  well  as  before  measuring  the  depths  of  the  areas,  mav 
be  taken  either  at  the  underside  of  the  deck,  by  stretching  a  small  line  tightly  from  end  to  end 
of  the  beam,  which  will  show  the  round  or  spring  of  the  beam  at  the  center;  or  it  may  be  taken, 
if  more  convenient,  at  the  upper  side  of  the  deck,  by  stretching  a  line  tightly  across,  held  at 
equal  heights  from  the  deck  at  each  side  of  the  ship,  so  as  just  to  touch  the  crown  of  the  deck 
at  the  middle  line;  then  the  distance  from  the  deck  to  the  line  at  the  ship's  sides  gives  the  round 
up  or  spring  of  the  beam.  It  is  necessary  to  take  the  round  of  beam  at  each  point  of  division  of 
the  length  except  when  the  vessel  has  a  parallel  or  nearly  parallel  breadth. 

16.  Measurement  of  transverse  areas. — In  the  case  of  steam  vessels  which  at  the  time  of 
measurement  have  their  machinery  fitted,  and  in  which  the  prescribed  transverse  sections  or 
areas  falling  in  the  engine  room  can  not  be  measured,  other  areas  are  to  be  measured  in  places 
which  are  clear  in  lieu  of  such  as  are  obstructed,  and  as  near  to  them  as  possible,  the  new  posi- 
tions being  noted  in  the  surveyor's  formula  accordingly. 

The  whole  of  the  areas  are  then  to  be  computed  by  the  surveyor  in  the  prescribed  manner. 

The  extreme  points  of  the  length  at  the  bow  and  stern,  though  described  as  being  the 
positions  of  the  first  and  last  areas,  do  not,  in  vessels  of  usual  form,  yield  any  area,  as  the  vertical 
transverse  section  at  each  of  those  places  vanishes  into  a  mere  horizontal  line.  Therefore,  in 
the  computation  for  tonnage,  where  the  first  and  last  areas  form  part  of  the  process,  a  cipher 
must  be  employed  in  their  places.  But  in  vessels  of  unusual  form,  as,  for  instance,  in  barges 
or  other  craft  in  which  the  bow  and  stern  are  upright,  with  breadth  also  at  those  places,  the 
extreme  points  of  the  length  will  yield  areas ;  in  which  cases  such  areas  must  be  measured  and 
used  in  the  computation  as  the  rule  directs. 

17.  Depths. — The  depth  of  the  midship  area  is  to  be  taken  from  the  underside  of  the  tonnage 
deck  to  the  upper  side  of  the  floor  timber  at  the  inside  of  the  limber  strake,  placing  the  measur- 
ing staff  parallel  to  the  middle  plane  of  the  ship,  and  also  square  to  the  keel  by  means  of  a  square 
placed  on  the  upper  side  of  the  keelson.  From  the  depth  thus  ascertained  is  to  be  deducted 
one-third  of  the  round  of  the  beam,  and  also  the  average  thickness  of  the  ceding  on  the  floor 
timber.     (See  Fig.  II,  p.  287.) 

The  depths  at  the  other  areas  are  to  be  taken  in  the  same  manner,  taking  care,  where  the 
keelson  curves  upward,  to  place  the  measuring  staff  square  to  the  line  in  continuation  of  the 
upper  side  of  the  keelson  in  midships. 

In  vessels  with  a  raised  platform  in  the  bottom,  and  no  ceding  fitted,  the  depths  are  to  be 
taken  down  through  the  platform  to  the  upper  side  of  the  usual  floor  timbers,  deducting  there- 
from the  thickness  of  the  platform  in  question. 

18.  If  the  vessel  has  a  double  bottom  for  water  ballast,  the  depths  are  to  be  taken  to  the 
upper  side  of  the  inner  plating  of  the  double  bottom,  which  is  deemed  to  represent  the  floor 
timber,  provided  the  surveyor  can  certify  that  the  space  between  the  inner  and  outer  plating 
is  not  avadable  for  the  carriage  of  cargo,  stores,  or  fuel.  This  question  will  not,  however,  arise 
as  a  rule  in  the  case  of  double  bottoms  for  water  ballast  constructed  on  the  cellular  principle 
where  the  floors  extend  the  full  depth  of  the  space;  but  as  regards  double  bottoms  other  than 
those  of  cellular  construction  the  surveyors  must  satisfy  themselves  that  the  requirements  of 
section  81  are  compiled  with. 

19.  The  division  of  the  depth  into  four,  five,  six,  or  seven  equal  parts,  as  the  case  requires, 
and  subdivision  of  the  lowest  part  into  four  equal  parts,  which  is  necessary  when  the  depth  is 
divided  into  five  or  seven  equal  parts,  gives  the  points  of  division  at  which  the  intermediate 
breadths  between  the  upper  and  lower  ones  are  to  be  taken. 

When  the  underdeck  tonnage  is  measured  in  parts  in  consequence  of  a  break  or  breaks  in 
the  double  bottom,  the  tonnage  depth  at  the  middle  of  the  tonnage  length  will  determine  the 
number  of  parts  into  which  all  the  remaining  tonnage  depths  are  to  be  divided. 


MEASUREMENT  OF  VESSELS  FOK  PANAMA  CANAL. 


287 


20.  Breadths. — The  depth  at  any  area  being  ascertained  as  above  directed,  and  divided 
into  the  required  number  of  equal  parts,  the  points  of  division  at  which  the  breadths  are  to  be 
taken  are  to  be  marked  on  the  staff;  and  the  staff  being  refixed  ha  its  original  position,  the 
breadths  of  the  areas  are  then  to  be  taken  by  extending  a  staff  or  tape  horizontally  athwart 
through  each  point,  from  plank  to  plank,  to  its  average  thickness  between  the  respective  points 
of  measurement.     (See  Fig.  II.) 

In  the  case  of  iron  or  steel  vessels  of  the  usual  construction  having  no  ceiling  on  the  sides, 
the  breadths  are  to  be  taken  to  the  inner  edge  of  the  angle  irons  or  frames. 

21.  In  the  case  of  batten  or  spar  ceiling,  the  spacing  being  not  more  than  about  1  foot,  the 
breadths  are  to  be  taken  to  the  face  of  the  battens  or  bars,  as  the  case  may  be.  If,  however,  the 
battens  or  bars  are  more  than  1  foot  apart,  the  breadths  must  be  taken  to  the  average  thickness 

Figure  II. — Illustrating  the  measurement  of  the  midship  area,  under  Rule  I  (2). 


References  to  Figure  n. 

Cd  represents  the  depth,  the  upper  point  C  of  which  is  at  one-third  of  the  round  of  the  beam  from  the  beam  line  and  the  lower  point  d  at  the 
upper  side  of  the  ceiling  at  the  inside  of  the  limber  strake. 

This  midship  depth,  being  under  16  feet,  is  divided  into  4  equal  parts,  giving  the  position  of  the  breadths  at  2.96 
feet  apart. 

A,  B  represents  the  upper  breadth  passing  through  the  point  C,  which  is  the  upper  boundary  of  the  area. 
m,  m  represents  the  lower  breadth  taken  horizontally  through  the  point  d . 

between  the  respective  points  of  measurements.  When  spar  ceiling  is  fitted  of  a  greater  thick- 
ness than  3  inches,  this  dimension  is  to  be  regarded  as  the  maximum  for  which  allowance  is  to 
be  made  when  measuring  the  horizontal  breadths,  but  when  the  thickness  is  less  than  this,  the 
actual  thickness  only  is  to  be  allowed. 

22.  When  the  holds  are  insulated  for  refrigerating  purposes,  and  the  casing  extends  beyond 
the  edges  of  the  frames  or  above  the  top  of  the  floors  or  double  bottom,  a  maximum  allowance 
of  3  inches  may  be  made  when  measuring  the  horizontal  breadths  and  also  the  depths  of  areas; 
but  if  the  projection  is  less  than  3  inches,  only  the  actual  projection  is  to  be  allowed. 

23.  Upper  oreadth. — On  referring  to  Figure  II  below,  it  will  be  observed  that,  as  the  hori- 
zontal direction  of  the  upper  breadth  passes  through  the  deck,  it  can  not  be  taken  when  the 
deck  is  laid,  and  therefore  must  be  measured  on  the  upper  side  of  the  deck,  as  shown  by  the 


288  MEASUREMENT   OE   VESSELS   FOE   PANAMA   CANAL. 

upper  dotted  line,  allowing  within  the  rough-tree  timbers  the  thickness  of  the  ceiling  between 
decks  below,  as  shown  by  the  figure. 

By  this  method  the  upper  breadth  is  taken  from  4  to  6  inches  above  its  proper  position 
(as  seen  by  inspection  of  the  figure) ;  and,  in  vessels  which  have  upright  sides,  this  will  be 
perfectly  correct;  but  in  the  case  of  inclining  sides,  the  necessary  allowance  must  be  made  for 
the  deviation  of  the  sides  from  the  upright  in  the  4  or  6  inches  additional  height,  as  aforesaid. 

In  the  case  of  three-deck  ships,  the  upper  breadth  of  each  transverse  section  is  to  be  taken 
on  the  tonnage  deck  from  side  to  side,  allowing  for  the  average  thickness  of  plank  or  spar  ceiling, 
as  the  case  may  be. 

24.  Lowest  hreadih. — It  is  manifest  also  from  the  figure  that  the  lowest  breadth,  when  the 
vessel  has  no  horizontal  flat  or  floor,  is  limited  to  the  distance  between  the  two  limber  strakes ; 
and  that,  in  flat-floored  vessels,  it  is  bounded  by  the  extent  of  the  horizontal  flatness  of  the 
vessel,  as  shown  hi  the  figure  between  the  points  m,  in. 

25.  In  setting  down  the  breadths  of  the  areas  according  to  their  progressive  numbers  in  the 
proper  column  in  the  formula,  it  should  be  noted  that  breadth  No.  1  is  that  at  the  upper  point 
of  the  depth. 

26.  In  all  cases  the  appropriate  formula  according  to  the  length  and  depth  of  the  vessel 
is  to  be  used  for  computing  the  under-deck  tonnage.  A  list  of  formula?  is  given  on  page  299 
of  these  instructions.  The  form  surveys  50 A  is  used  as  a  supplement  to  the  ordinary  formula 
in  large  vessels  when  room  can  not  be  found  on  the  ordinary  formula  for  entering  the  full 
details  and  computations  of  spaces  above  deck,  exempted  spaces,  engine  room,  etc. 

27.  The  following  epitome  of  the  directions  for  under-deck  measurement  contained  in  Rulel 
may  be  found  useful: 

Length. — Taken  inside  on  tonnage  deck  (i.  e.,  the  upper  deck  in  vessels  having  less  than 
three  decks,  and  the  second  deck  from  below  in  all  other  vessels)  from  inside  of  plank  at  stem  to 
inside  of  midship  stern  timber  or  plank  there  (as  the  case  may  be) ;  the  length  so  taken,  allowing 
for  rake  of  bow  in  thickness  of  the  deck,  and  for  rake  of  stern  in  the  thickness  of  the  deck  and 
one-third  of  round  of  beam,  is  to  be  divided  into  the  prescribed  number  of  equal  parts  (thus 
determining  the  stations  of  the  areas),  according  to  the  length,  as  follows: 

Class  1.  Length  of  50  feet  and  under,  into  4  equal  parts. 

Class  2.  Length  above  50  to  120  feet,  into  6  equal  parts. 

Class  3.  Length  above  120  to  180  feet,  into  8  equal  parts. 

Class  4.  Length  above  180  to  225  feet,  into  10  equal  parts. 

Class  5.  Length  of  225  feet  and  upward,  into  12  equal  parts. 

Areas. — Area  No.  1  is  at  the  extreme  limit  of  the  bow.  Area  No.  2  is  at  the  first  point  of 
division  of  the  length.  The  rest  are  numbered  in  succession,  the  last  being  at  the  extreme  limit 
of  the  stern. 

Depths. — Taken  at  each  point  of  division  of  the  length  or  station  of  each  area,  from  the  under 
side  of  tonnage  deck  to  ceiling  at  inner  edge  of  limber  strake,  deducting  therefrom  one-third 
of  the  round  of  the  beam ;  the  depths  so  taken  are  to  be  divided  into  four  equal  parts,  if  midship 
depth  does  not  exceed  16  feet,  otherwise  into  six  equal  parts.  But  if  the  vessel  has  a  double 
bottom  for  water  ballast  and  the  surveyor  can  certify  it  as  not  available  for  cargo,  stores,  or 
fuel,  and  if  the  inner  bottom  has  a  rise  transversely,  then  the  depths  are  to  be  divided  into  five 
or  seven  equal  parts,  as  the  case  requires,  instead  of  four  or  six,  and  the  lower  part  is  to  be 
subdivided  into  four  equal  parts. 

Breadths. — Taken  at  each  point  of  division  of  the  depths,  and  also  at  the  upper  and  lower 
points  of  the  depths.  The  upper  breadth  of  each  area  is  to  be  set  down  as  No.  \  in  its  respective 
column  in  the  formula,  and  the  rest  in  succession. 

Where  breaks  in  the  double  bgttom  exist  and  the  vessel  is  measured  in  parts,  lengths  of  30 
feet  and  under  are  to  be  divided  by  2. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  289 

MEASUREMENT   OP   SPACES    BETWEEN    DECKS. 

28.  The  spaces  between  decks  above  the  tonnage  deck,  in  the  case  of  ships  of  three  or  more 
decks,  are  to  be  measured  and  added  to  the  underdeck  tonnage.  The  directions  for  the  measure- 
ment of  these  spaces  are  so  fully  detailed  in  Rule  I  (4)  as  to  require  no  notice  here.  (See  para- 
graph 41  as  to  the  measurement  of  'tween  deck  spaces  in  round-sterned  ships.) 

EXCESS   OP  HATCHWAYS. 

29.  In  all  new  vessels,  and  in  all  vessels  coming  in  for  remeasurement,  the  cubical  contents 
of  the  hatchways  are  to  be  obtained  thus:  Multiply  the  length  and  breadth  together  and  the 
product  by  the  mean  depth  taken  from  the  top  of  beam  to  the  underside  of  the  hatch.  From  the 
aggregate  tonnage  of  the  hatchways  deduct  one-half  per  cent  of  the  gross  tonnage,  and  add 
the  remainder  to  the  gross  tonnage  of  the  ship. 

MEASUREMENT   OP   SPACES   ON   THE   UPPER  DECK. 

30.  The  act  provides  that  if  there  be  a  break,  poop,  or  any  other  permanent  closed-in 
space  on  the  upper  deck  available  for  cargo  or  stores,  or  for  the  berthing  or  accommodation  of 
passengers  or  crew,  it  must  be  measured  and  included  in  the  gross  tonnage. 

31.  In  carrying  out  this  direction,  and  deciding  whether  or  not  deck  erections  should  be 
measured  and  added  to  the  tonnage,  the  surveyor  should  have  regard  to  the  character  and 
structural  condition  of  such  erections  at  the  time  when  they  are  presented  to  his  notice. 

32.  Poops,  bridges,  or  any  other  permanent  erections  with  one  or  more  openings  in  the 
sides  or  ends  not  fitted  with  doors  or  other  permanently  attached  means  of  closing,  but  other- 
wise so  closed  in  as  to  be  not  only  available  but  also  actually  fitted  and  used  for  the  berthing 
or  accommodation  of  passengers,  must  be  measured  and  added  to  the  tonnage. 

33.  Subject  to  the  foregoing  exception,  poops,  bridges,  or  any  other  permanent  erections 
with  one  or  more  openings  in  the  sides  or  ends  not  fitted  with  doors  or  other  permanently 
attached  means  of  closing  them,  should  not  be  measured  and  included  in  the  tonnage.  When- 
ever any  portion  of  such  erection  is  occupied  by  timber,  stores,  or  other  goods,  the  tonnage  of 
such  space  is  ascertained  and  recorded  by  the  officers  of  customs  and  excise  in  accordance  with 
section  85. 

34.  The  minimum  width  and  height  of  the  permanent  openings  in  the  bulkheads  is  fixed 
at  3  feet  and  4  feet,  respectively,  and  if  coamings  are  fitted  thereto  their  height  must  not  exceed 
2  feet. 

A  single  opening  at  one  side  of  a  bulkhead  is  not  considered  sufficient  to  entitle  the  space 
thus  partitioned  off  to  exemption,  unless,  in  addition  to  this,  there  are  a  number  of  freeing 
ports  and  scuppers  fitted  on  each  side  of  the  space  claimed.  In  such  cases  the  owner's  applica- 
tion for  exemption  and  also  a  sketch  of  the  space  drawn  to  scale  must  be  forwarded  to  the 
principal  surveyor  for  tonnage  for  examination,  and  exemption  must  not  be  allowed  without 
the  board's  approval. 

35.  Shelter-deck  spaces. — When  exemption  from  measurement  is  claimed  for  the  space 
between  the  upper  and  shelter  decks  on  the  ground  of  a  permanent  middle  fine  opening  in  the 
shelter  deck,  the  length  of  this  opening  must  not  be  less  than  4  feet  clear,  and  the  width  must 
at  least  be  equal  to  that  of  the  after-cargo  hatch  upon  the  same  deck.  The  distance  between 
the  after  edge  of  the  deck  opening  and  the  aft  side  of  the  sternpost  must  not  be  less  than  one- 
twentieth  the  registered  length  of  the  vessel,  or  if  the  opening  is  placed  forward  the  foreside 
must  not  be  less  than  one-fifth  the  length  of  the  vessel  from  the  stem.  When  the  permanent 
deck  opening  is  situated  aft,  there  must  be  at  least  two  openings  in  all  the  transverse  bulk- 
heads in  the  'tween  decks  on  the  foreside  of  it  to  entitle  the  space  to  exemption,  and  these 
openings  must  comply  as  regards  dimensions  and  size  of  coamings  (if  any)  with  the  require- 
ments of  paragraph  34  above. 


290  MEASUKEMENT  OF  VESSELS  FOB  PANAMA  CANAL. 

There  must  also  be  on  each  side  at  least  one  freeing  port  of  good  size  abreast  the  deck 
opening,  and  a  suitable  number  of  scuppers  not  less  than  3£  inches  diameter  distributed 
throughout  the  space. 

The  coamings  to  the  deck  opening  must  not  exceed  12  inches  mean  height  above  the  deck, 
and  the  opening  must  be  fenced  with  guard  rails  and  stanchions,  the  latter  being  so  fitted  as 
not  to  lend  themselves  to  battening  down  the  opening. 

If  portable  wood  covers  are  fitted  the  lashings  beneath  for  holding  them  down  are  to  be 
of  hemp. 

All  openings  in  the  upper  deck  must  be  provided  with  proper  means  for  closing  and 
battening  down. 

36.  The  tonnage  measurement  of  all  spaces  above  the  upper  deck  that  the  surveyor  has 
not  included  in  the  gross  tonnage  of  the  vessel  should  be  given  in  detail  on  the  formula,  which, 
when  forwarded  to  the  tonnage  office  for  test  and  examination,  should  be  accompanied  by  any 
plans,  sketches  (drawn  to  scale),  or  explanation  required  for  the  proper  consideration  of  the 
exemption  of  such  spaces. 

Should  there  be  no  spaces  above  the  upper  deck  which  have  been  exempted,  this  should 
be  noted  on  the  formula. 

The  surveyor  should  be  careful  to  record  in  the  space  provided  on  the  certificate  of  survey, 
form  surveys  59,  the  principal  dimensions,  tonnage,  and  position  of  all  spaces  above  the  upper 
deck  that  are  not  included  in  the  cubical  contents  forming  the  ship's  registered  tonnage. 

37.  Shelter  for  deck  passengers. — The  act  provides  that  no  addition  shall  be  made  to  the 
tonnage  in  respect  of  any  building  erected  on  the  upper  deck  for  the  shelter  of  deck  passengers 
and  approved  by  the  Board  of  Trade.  When  application  is  made,  or  when  the  surveyors  think 
there  is  a  claim  for  the  exemption  of  any  such  space  fitted  for  the  shelter  of  deck  passengers  on 
short  voyages,  who  would  otherwise  be  exposed  to  spray  and  shipment  of  seas,  and  other  inclem- 
encies of  the  weather,  the  surveyors  should  apply  to  the  board,  through  the  principal  surveyor 
for  tonnage,  for  directions,  describing  the  erection  and  how  it  is  secured,  with  any  particulars 
they  think  necessary.  A  scale  drawing  showing  the  space  or  spaces  and  indicating  the  water- 
closet  arrangements  for  the  men  and  women,  respectively,  should  alwaj's  accompany  the 
application. 

38.  Closed-in  spaces  which  may  he  exempted. — The  following  exceptions  to  the  general  rule  of 
measuring  all  closed-in  or  weather-protected  spaces  are  allowed: 

(a)  Any  closed-in  space,  or  spaces  solely  appropriated  to  and  fitted  with  machinery. 

(b)  The  wheel-house  for  sheltering  the  man  or  men  at  the  wheel. 

(c)  The  cook-house  and  also  the  bakeries  when  fitted  with  ovens  and  used  entirely  for  such 
purposes. 

(d)  The  condenser  space. 

Provided  always  that  the  spaces  are  no  larger  than  required  for  the. -purposes  mentioned. 

(e)  Water-closets  or  privies  for  the  officers  and  crew;  and  in  the  case  of  vessels  fitted  par- 
ticularly for  passengers,  an  additional  one  may  be  allowed  for  every  50  persons;  not  more  than 
12  are,  however,  generally  necessary. 

39.  Method  of  measuring  erections. — Rule  I  (5)  contains  full  directions  for  ascertaining  the 
cubic  capacity  of  such  spaces  above  deck  as,  in  accordance  with  the  act  and  the  above  instruc- 
tions, are  required  to  be  measured  and  added  to  the.  tonnage;  and  the  only  points  that  seem  to 
require  special  notice  are  those  dealt  with  in  the  following  two  paragraphs. 

40.  Break. — A  break  is  the  space,  above  the  fine  of  upper  deck  when  the  deck  is  cut  off  and 
continued  at  a  higher  elevation.  The  height  of  a  break  is  the  distance,  from  the  under  side  of 
the  upper  deck  to  the  under  side  of  the  break  deck. 

4 1 .  Round-sterned  ships. — The  after  breadth  of  a  break,  poop,  or  space  in  upper  'tween  decks 
of  similar  form,  should  as  a  ride  be  measured  in  iron  and  steel  ships  at  the.  transom  plate  con- 
nected with  the  rudder  post,  and  in  wood  ships  at  a  corresponding  position.  The  breadth  should 
be  measured  at  the  middle  of  the  height  of  the  space.     (See  Fig.  III.,  p.  291.) 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


291 


If,  however,  there  are  any  special  features  in  the  design  of  the  vessel  which  may  suggest 
the  desirability  of  a  modification  of  this  rule,  full  particulars  of  the  case  should  be  forwarded 
to  the  principal  surveyor  for  tonnage  for  consideration  accompanied  with  scale  drawings  relating 
to  the  question. 


FIGURE    III. 


a? 1^- 


42.  Worked  example  of  measurement  under  Rule  1. — The  following  example  shows  the 
application  of  Rule  I  to  a  vessel  remarkably  sharp  at  the  bow  and  stern,  and  very  full  amidships. 
It  also  shows  the  method  of  filling  up  and  using  the  formula  referred  to  in  paragraph  1 1 . 

The  length  of  the  vessel  is  supposed  to  be  112.75  feet,  and  this  being  between  50  and  120 
feet  must  be  divided  by  6  to  find  the  common  interval  between  areas,  viz,  112.75-^6=18.792 
feet. 

That  part  of  the  formula  relating  to  the  computation  of  the  areas  is  then  filled  up  as  follows: 


Area  1 . 

Area  2. 

Area  3. 

Area  4. 

Area  5. 

Area  6. 

Area  7. 

Depths 

Feet. 

Feet. 
12.65. 

Feet. 
12.3. 

Feet. 
11.85. 

Feet. 
11.4. 

Feet. 
10.9. 

Feet. 

Com.  inter,  be- 
tween breadths 

3.162. 

3.075. 

2.962. 

2.85. 

2.725. 

No.  of 
bths. 

Multi- 
pliers. 

Bths. 
ft. 

Prod- 
ucts. 

Bths. 
ft. 

Prod- 
ucts. 

Bths. 
ft. 

Prod- 
ucts. 

Bths. 
ft. 

Prod- 
nets. 

Bths. 
ft. 

Prod- 
ucts. 

Bths. 
ft. 

Prod- 
ucts. 

Bths. 
ft. 

Prod- 
ucts. 

1 

1 

19.35 

19.35 

20.2 

20.2 

20.4 

20.4 

20.2 

20.2 

19.1 

19.1 

2 

4 

18.85 

75.4 

20.4 

81.6 

20.5 

82 

20.35 

81.4 

18.65 

74.6 

3 

2 

16.65 

33.3 

20.15 

40.3 

20.  25 

40.5 

20 

40 

14.95 

29.9 

4 

4 

11.85 

47.4 

19.6 

78.4 

19.85 

79.4 

17.8 

71.2 

8.75 

35.0 

5 

1 

1.85 

1.85 

3 

3 

6.35 

6.35 

6.35 

6.35 

1 

1 

J  of  CO 

b.  inter. 

177.3 

i.ns 

223.5 

228. 65 
.99 

219. 15 
.95 

159.6 
.91 

0 

Ar 

Ar 

Ar 

Ar 

Ar 

0 

1S6.  165 

230.205 

226. 363 

208. 192 

145.236 

Ar 

U 

2. 

3. 

4. 

5. 

6. 

Ar 

'■ 

i  See  paragraph  95. 


292 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


The  areas  thus  ascertained  are  next  inserted  in  the  column  of  the  formula  headed  "Cubic 
content  and  register  tonnage,"  and  the  under  deck  tonnage  is  thus  ascertained. 


No.  of  areas. 

Multipliers. 

Areas. 

Products. 

1 
2 
3 

4 
5 
6 

7 

1 
4 
2 
4 
2 
4 
1 

0 
186.17 
230.21 
226. 36 
208.19 
145.24 

0 

0 
744.68 
460.42 
905.44 
416.38 
580.% 

0 

I  com.  inter,  1 

3107.88 
6. 26 

Under-deck  tc 

19455.32 
194. 55 

The  tonnage  of  the  closed-in  space  on  deck  (in  this  case  a  break)  is  then  ascertained,  the 
column  headed  "Closed-in  space"  being  filled  up  as  follows: 


Mean  length  32.15  feet. 

Com.  inter,  between  breadths  16.075  feet. 

No.  of 

breadths. 

Multipliers. 

Breadths 
(feet). 

Products. 

1 

1 

20. 

20. 

o 

4 

IS.  6 

74.4 

3 

1 

17.15 

17.15 

i  com  inter,  between  breadths 
Height 

111.55 
15.36 

59- 
5 

.91 

1195.82  cubic  feet. 
11.90  tons. 

i  See  paragraph  95. 

The  tonnage  of  the  break  being  added  to  the  under-deck  tonnage  gives  the  gross  tonnage. 
The  gross  tonnage  is  therefore: 

194.  55  under  deck. 
11.  96  break  of  deck. 


206.  51  gross  tonnage. 


MEASUREMENT    UNDER    RULE    II. 


43.  Alteration  of  factors. — It  should  be  noted  that  the  decimal  factors  of  tonnage  originally 
prescribed  by  this  ride,  as  given  in  the  act,  have  been  altered,  under  the  provisions  of  section  77 
(7),  to  .0017  for  ships  built  of  wood,  and  .0018  for  those  built  of  iron.1 

44.  Tonnage  deck. — For  the  purpose  of  measurement  by  Ride  II,  the  upper  deck  is  always 
the  tonnage  deck,  whatever  may  be  the  number  of  decks,  so  that  the  tonnage  of  the  'tween 
decks,  which  has  to  be  measured  separately  under  Ride  I,  is  measured  and  included  in  the 
first  operation  of  Rule  II  by  girting,  and  separate  measurement  of  the  'tween  decks  is  unnecessary. 


i  See  Customs  General  Order  No.  72  of  1S5S. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


293 


45.    Tables  for  reference. — -In  measuring  the  length  of  wooden  vessels  under  Rule  II,  the 
following  tables  may  be  found  useful: 

(a)    Usual  thickness  of  the  side  or  shells  of  vessels  at  the  upper  deck. 


Tonnage 

50 

150 

250 

350 

500 

700 

1,000 

1,500 

Whole  thickness 
at  upper  deck.. 

Ins. 

Int. 

101 

Ins. 

12} 

Int. 
121 

Int. 
134 

Int. 

14J 

Ins. 
151 

Ins. 
15i 

(b)    Usual  distance  between  the  after  side  of  the  sternpost  and  its  rabbet  at  the  wing  transom,  or 
if  there  is  no  wing  transom,  at  the  point  where  the  counter  plank  meets  or  crosses  the  rabbet. 


50 

150 

250 

350 

500           TOO 

1.000    i    1.500 

Distance   be- 
tween aft  side 
of  post  and  its 
rabbet  at  the 
wing  transom.. 

Ins. 
8 

Ins. 
10 

Ins. 
12 

Ins. 

14 

Ins.        Ins. 
16            18 

Ins.        Int. 
19            21 

46.  Spaces  on  deck. — It  will  be  observed  that  in  Rule  II,  as  in  the  case  of  Rule  I,  all  closed-in 
spaces  on  the  upper  deck  are  to  be  measured,  but  in  a  more  summary  manner  than  is  directed 
by  Ride  I,  and  in  determining  what  spaces  are  to  be  measured  the  surveyors  should  be  guided 
by  paragraphs  30  to  38  above. 

47.  The  hatchways  are  to  be  dealt  with  as  directed  in  paragraph  29  above. 

48.  Example  of  Rule  II. — The  following  example  shows  the  application  of  Rule  II  to  a 
vessel  remarkably  sharp  at  the  bow  and  stern  and  very  full  amidships.  The  vessel  is  the  same 
as  the  one  referred  to  in  the  worked  example  of  Rule  I,  given  in  paragraph  42,  and  the  sur- 
veyors should  note  the  difference  which  may  arise  between  Rules  I  and  II  in  a  vessel  of  such 
unusual  shape. 

Ft. 

44      main  girth  under  keel  from  deck  to  deck  at  ship's  sides. 
22.  7  main  breadth. 


2)66.  7 


33.35  squared  is  1,  112.22 

109  length  as  prescribed  by  act. 


1  121,231.98 

.0017  factor  for  wooden  vessels. 


206.  0927  tons  under  deck. 
11.93      tons  of  break  of  deck,  as  below. 


218.02      gross  tonnage. 

Break  of  deck. 


Lgth. 


Bdth. 


HU 


Cub.  ft. 


Tons. 


32.15  X  18.55  X  2  =  1,192.76  +   100  =  11.93 


1  As  the  decimals  in  this  multiplicand  are  never  of  any  value  as  regards  the  resulting  product,  they  may  be  discarded. 


294  MEASUREMENT  OF  VESSELS   FOE  PANAMA  CANAL. 

REGISTER    TONNAGE. 

49.  The  surveyors  should  note  the  following  instructions  relating  to  the  various  deduc- 
tions made  from  the  gross  tonnage  in  order  to  ascertain  the  register  or  net  tonnage. 

ALLOWANCE   FOR   PROPELLING    POWER. 

50.  Engine  room  always  to  be  measured. — Notwithstanding  the  ratable  allowance  for  pro- 
pelling power  for  which  the  act  provides,  the  surveyors  will  observe  that  it  will  always  be  neces- 
sary to  measure  the  engine  room,  whatever  may  be  its  size,  in  order  to  ascertain  whether  the 
allowance  to  be  deducted  for  the  propelling  power  is  to  be  regulated  by  the  general  percentages 
prescribed  by  the  act,  or  by  the  actual  contents  of  the  engine  room,  ascertained  by  measurement. 

51.  Items  of  engine-room  tonnage. — The  tonnage  of  the  engine  room  may  include  the  fol- 
lowing items  under  section  78: 

(a)  Space  below  the  crown  of  the  engine  room ; 

(£>)  Space  between  the  crown  and  the  upper  deck  framed  in  for  the  machinery  or  for  the 
admission  of  light  and  air; 

(c)  Space  similarly  framed  in  above  the  upper  deck;  and 

(d)  The  contents  of  the  shaft  trunk  or  trunks  in  screw  vessels. 

52.  Directions  for  measurement. — The  measurement  of  the  engine-room  space  is  to  be  made 
in  accordance  with  Rule  III  in  the  second  schedule. 

SPACE    BENEATH   THE    CROWN. 

53.  Meaning  of  "crown." — The  crown  or  top  of  the  main  space  of  the  actual  engine  room, 
from  which  the  depth  of  the  main  space  is  to  be  taken,  will  either  be  at  the  underside  of  a  deck 
or,  if  the  side  bulkheads  are  curved,  at  the  point  or  height  at  which  the  curve  terminates. 

54.  Measurement  in  parts. — In  the  case  of  engine  rooms  of  irregular  form,  the  space  is  to 
be  measured  in  parts  with  a  view  to  obtaining  the  correct  cubic  contents. 

55.  Length. — As  regards  the  length  of  the  actual  engine  room,  that  length  only  is  to  be 
measured  which  is  requisite  for  containing  the  boilers  and  machinery,  with  the  addition,  when 
the  fire  grates  are  in  a  fore  and  aft  direction,  of  such  length  as  is  necessary  for  the  stoking  or 
working  of  the  fires  in  a  fore  and  aft  direction  clear  of  the  machinery.  The  additional  length 
on  this  account  may  be  about  1  foot  more  than  the  length  of  the  fire  grates.  This  length  will 
be  found,  generally  speaking,  to  be  from  about  5  feet  to  9  feet,  and  hi  any  case  where  it  may 
appear  to  the  surveyor  that  a  greater  length  should  be  allowed,  he  must  submit  all  particulars, 
with  plans,  to  the  principal  surveyor  for  tonnage  for  consideration. 

No  such  additional  length  is,  however,  required  when  the  boilers  are  placed  with  the  fire 
grates  athwartships,  as  in  such  a  case  the  stoking  or  working  of  the  fires  in  an  athwartship 
direction  does  not  interfere  with  the  position  of  the  engines.  The  clear  central  space  required 
between  the  boilers  when  the  stoking  is  athwartships  is  from  about  8  to  11  feet.  The  point  to 
which  the  after  boundary  of  the  length  of  the  engine  room  is  to  be  measured  should  be  no 
farther  aft  of  the  after  cylinder,  or  of  its  valve  casing,  than  is  necessary  for  safe  working;  but 
in  no  case  without  special  instructions  should  the  actual  point  of  measurement  be  more  than 
4  feet  from  such  cylinder  or  valve  casing. 

With  regard  to  the  length  to  be  allowed  between  the  engines  and  boilers,  the  surveyor  should 
in  no  case  allow  more  than  may  appear  to  him  necessary  for  the  safe  working  of  the  machinery. 

56.  The  restrictions  of  the  main  engine  and  boiler  space  referred  to  in  the  foregoing  para- 
graph are  not  to  be  applied  to  trawlers,  tugs,  or  yachts,  nor  to  the  ordinary  screw  or  paddle 
steamers  obtaining  the  allowance  of  32  or  37  per  cent  of  the  gross  tonnage  respectively. 

If  in  any  other  case  a  -departure  from  either  of  the  above  rules  as  to  length  appears  to  be 
necessary,  owing  to  the  high  power  of  the  engines,  or  to  any  peculiarity  in  the  arrangement  of 
the  machinery,  the  surveyor  should,  before  fixing  the  length  to  be  allowed,  forward  all  particulars 
with  plans  to  the  principal  surveyor  for  tonnage  for  consideration. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  295 

57.  Form  surveys  128. — Particulars  of  the  engine  and  boiler  space  should  be  recorded  on 
the  form  surveys  128,  which  should  be  attached  to  the  formula  when  the  latter  is  submitted  with 
the  engine  spaces  inserted. 

SPACES    BETWEEN   CROWN    AND   UPPER   DECK. 

58.  The  engine  spaces  between  the  crown  and  the  upper  deck,  if  any,  are  to  be  measured 
separately,  and  their  cubical  contents  added  to  the  mam  space. 

SPACES   ABOVE    THE    UPPER    DECK. 

59.  On  the  request  of  the  owner  in  writing,  engine  spaces  above  the  upper  deck  may  be 
measured  under  section  78  (2)  and  their  contents  added  to  the  gross  tonnage,  as  well  as  to  the 
actual  engine  room,  if  they  are  (a)  reasonable  in  extent,  (b)  safe  and  seaworthy,  and  (c)  so  con- 
structed that  they  can  not  be  used  for  any  purpose  other  than  the  machinery,  or  for  admission 
of  light  and  air  to  the  machinery  and  boilers  of  the  ship.  In  dealing  with  these  cases  the 
surveyor  should  in  each  instance  submit  a  detailed  description  and  measurement  of  the  spaces 
anil  a  form  surveys  117,  together  with  sketches  or  tracings,  to  the  principal  surveyor  for  tonnage, 
and  should  not  in  any  case  complete  the  measurement  until  he  receives  instructions  in  respect 
thereof.     In  construing  the  words  "reasonable  in  extent"  the  surveyor  should  note  that — 

(i)  The  length  should  not  exceed  the  length  of  the  propelling  space,  and  if  any  portion 
is  plated  over,  the  length  of  the  plated  part  should  be  deducted  from  the  full  length;  and 

(h)  Whatever  the  breadth  of  the  casing  may  be,  no  greater  breadth  is  to  be  allowed  for  the 
purpose  of  propelling  space  deduction  than  one-half  the  extreme  inside  breadth  of  the  ship 
amidships. 

These  erections  have  in  the  past  in  some  cases  greatly  exceeded  all  reasonable  requirements 
for  the  admission  of  light  and  air.  The  surveyor  should  be  careful  to  report  whether  the  extra 
erections  are  necessary  at  all,  and  whether  light  and  air  could  not  be  safely  admitted  to  the 
engine  space  and  boiler  space  without  these  erections  being  carried  up  above  the  "crown,"  and, 
if  such  is  the  case,  he  should  not  regard  them  as  "reasonable  in  extent"  within  the  meaning 
of  this  section,  and  should  not  allow  their  contents  to  contribute  to  the  deductions  from  gross 
tonnage. 

The  surveyor  will  say  in  his  report  whether,  in  his  judgment,  the  spaces  are  safe  and  sea- 
worthy, but  if  in  any  case  he  has  any  doubt  on  these  points  he  should  state  it  in  his  report  on 
form  surveys  117. 

When  approved,  each  such  space  must  be  permanently  marked  on  the  inside  thereof,  "cer- 
tified as  part  of  the  engine  room." 

SHAFT   TRUNKS. 

60.  When  there  is  no  built  tunnel,  the  following  rules  should  be  observed  in  the  case  of  a 
vessel  with  a  single  screw.  The  thrust  block  space  should  be  taken  of  such  length  and  breadth 
as  will  admit  of  a  man  getting  round  it  to  remove  the  holding-down  nut,  and  the  height  need 
not  exceed  7  feet.     The  tunnel  allowed  should  be  of  ordinary  dimensions  suitable  for  the  vessel. 

When  the  vessel  is  a  twin  screw,  and  the  space  aft  of  the  engines  is  open  from  side  to  side,  the 
space  should  not  be  included  in  the  engine-room  measurement  for  a  greater  height  than  6  feet 
mean,  and  any  space  therein  appropriated  for  stores,  or  for  any  purpose  other  than  the  propelling 
power,  should  be  deducted  from  the  space  to  be  included  in  the  engine  room. 

61.  Escape  ladder-ways  from  trunk  sliaft. — When  a  trunked  ladderway  is  fitted  from  the  deck 
to  the  after  part  of  the  shaft  trunk,  the  trunkway  is  to  be  measured  and  its  cubical  capacity 
included  with  that  of  the  shaft  trunk  in  estimating  the  allowance  for  propelling  power,  provided 
that  it  is  no  larger  than  is  necessary  for  the  purposes  of  access  to  and  escape  from  the  tunnel. 

62.  Spaces  not  to  be  included. — The  cubical  contents  of  the  engine  space  having  been  ascer- 
tained as  described  above,  the  cubical  capacity  of  any  cabins  or  storerooms  which  may  be  fitted 
in  the  engine  room,  and  also  any  space  occupied  by,  and  necessary  for,  the  safe  working  of 
machinery  not  used  in  propelling  the  ship,  must  be  deducted,  and  the  remainder  being  divided 
by  100  will  be  the  net  tonnage  of  the  actual  engine  room. 


296  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

63.  Mode  of  calculating  allowance  for  propelling  power. — The  net  tonnage  of  the  actual 
engine  room  having  been  ascertained  according  to  the  rules  in  the  act,  and  to  the  foregoing 
directions,  the  method  of  estimating  the  allowance  to  be  deducted  for  the.  propeUing  power 
under  section  78  (1)  and  the  act  of  1907  remains  to  be  considered;  and  in  proceeding  to  ascertain 
this  allowance  the  following  are  the  principal  points  for  the  measurer  to  consider. 

64.  Engine  rooms  of  usual  size. — When  the  tonnage  of  the  actual  engine  room,  as  above 
ascertained,  amounts,  in  the  case  of  paddle  vessels,  to  between  20  and  30  per  cent,  and  in  the  case 
of  screw  vessels  to  between  13  and  20  per  cent  of  the  gross  tonnage  of  the  vessel,  the  allowance 
is  to  be,  in  the  case  of  paddle  vessels,  37  per  cent  (tV^),  and  in  the  case  of  screw  vessels  32  per 
cent  Cnftj),  of  such  gross  tonnage. 

If  the  tonnage  of  the  actual  engine  room  does  not  lie  between  the  above-mentioned  limits 
for  paddle  and  screw  steamers  respectively,  the  act  provides  that  the  allowance  for  propelling 
power  majr  be  calculated  in  the  same  manner,  or  as  an  alternative  the  Board  of  Trade  or  the 
owners  may  require  the  allowance  to  consist  of  1J  times  the  tonnage  of  the  actual  engine  room 
in  paddle  vessels  and  If  times  the  tonnage  of  the  actual  engine  room  in  screw  vessels. 

65.  Small  engine  rooms. — In  all  cases  where  the  actual  engine  room  is  not  greater  than  20 
per  cent,  or  13  per  cent  of  the  gross  tonnage,  according  as  the  vessel  is  a  paddle  or  a  screw  steamer, 
the  board  requires  the  last-mentioned  scale  to  be  adopted,  unless  express  directions  to  the  con- 
trary are  given  in  any  particular  case. 

66.  Large  engine  rooms. — If  the  tonnage  of  the  actual  engine  room  is  not  less  than  30  per 
cent,  or  20  per  cent  of  the  gross  tonnage,  according  as  the  vessel  is  a  paddle  or  a  screw  steamer, 
the  allowance  is  to  be  calculated  in  the  manner  explained  in  the  first  part  of  paragraph  64  above, 
unless  the  owner  exercises  his  option  of  having  it  calculated  by  the  alternative  method  explained 
in  paragraph  65,  in  which  case  the  provisions  of  the  Merchant  Shipping  Act,  1907,  must  be 
taken  into  consideration. 

67.  Restriction  on  allowance  for  propelling  power. — The  Merchant  Shipping  Act,  1907, 
provides  that  in  all  steamships,  except  tugs  exclusively  used  in  towing,  the  deduction  for  pro- 
pelling power  is  not  to  exceed  55  per  cent  of  that  portion  of  the  tonnage  which  remains  after 
deducting  from  the  gross  tonnage  any  crew  space  and  other  deductions  allowed  under  section  79 
of  the  Merchant  Shipping  Act,  1894,  and  when  preparing  the  tonnage  formula  the  surveyor 
should  be  careful  that  the  deduction  to  be  allowed  does  not  exceed  this  limit. 

It  should  be.  carefully  noted,  however,  that  the  act  does  not  come  into  operation  until 
January  1, 1914,  in  the  case  of  ships  either  contracted  for,  commenced,  or  built  before  May  1, 1907. 

Whenever  a  tonnage  formula  is  forwarded  for  a  new  steamship  intended  to  be  employed 
as  a  tug,  the  surveyor  should  also  furnish  a  report  stating  whether  or  not  the  vessel  is  to  have  a 
passenger  certificate  or  is  to  be  used  for  the  carriage  of  cargoes,  as  it  is  only  in  tugs  constructed 
and  used  exclusively  for  towing  that  the  55  per  cent  limit  for  propelling  space  deduction  is  not 
to  be  applied. 

The  surveyor  should  note  that  the  foregoing  instruction  does  not  supersede  any  of  the  pro- 
visions of  Rule  III  or  of  paragraphs  50  to  62  of  these  instructions. 

68.  Worked  example. — The  following  worked  example,  shows  the  calculation  of  the  allowance 
for  propelling  power  in  the  case  of  the  vessel  referred  to  in  paragraph  42  above: 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  297 

EXAMPLE    OF    CALCULATION    FOR    ENGINE-ROOM    DEDUCTION. 
SCREW    STEAMER. 

Measurement  of  actual  engine  room. 

Ft. 

Breadth,  fore  end  12.  1 
Ditto  middle  12. 2 
Ditto         after  end     12 


3)36.  3 


Shaft  trunk 

Ft. 

36 

long. 

2 

broad. 

72 

3 

deep. 



Tons. 

216 

-5-100  = 

2.  16 

12.  1    mean  breadth. 
11.  85  mean  depth. 


143.  38 
25        length. 


Tons. 


3584.  5-f-100  =  35.  85  engine  room. 
2.  16  shaft  trunk. 


38.  01  actual  engine  room. 

The  actual  engine  room  being  thus  38.01  tons  and  the  gross  tonnage  being  206.51  tons 
(see  par.  42),  the  percentage  is  38.01X100-5-206.51  =  18.4  per  cent. 

As  the  actual  engine  room  is  thus  between  13  and  20  per  cent  of  the  gross  tonnage,  the 
allowance  for  propelling  power  in  accordance  with  the  act  is  32  per  cent  of  the  gross  tonnage, 
i.  e.,  206.51  X  .32  =  66.08  tons. 

If,  however,  the  actual  engine  room  did  not  exceed  13  per  cent  of  the  gross  tonnage — if, 
for  instance,  it  had  amounted  to  only  26.8  tons  (which  is  barely  13  per  cent  of  206.51) — the  allow- 
ance would  then  be  one  and  three-quarters  times  26.8  tons,  i.  e.,  26.8  + 26.8  X  .75  =  46.9  tons. 

But  if,  on  the  other  hand,  the  actual  engine  room  amounted  to  20  per  cent  or  more  of  the 
gross  tonnage;  if,  for  instance,  it  measured  59.89  tons,  which  is  28  per  cent  of  206.51  tons,  the 
allowance  would  then  have  been  one  and  three-quarters  of  59.89  tons,  or  104.81  tons,  and  if  the 
vessel  be  a  tug  this  would  be  the  amount  of  the  engine-room  deduction  from  gross  tonnage. 

If,  however,  the  vessel  is  not  a  tug,  the  allowance  is  subject  to  restriction  under  the  pro- 
visions of  the  Merchant  Shipping  Act,  1907.  For  example,  if  the  deductions  under  section 
79  amount  to  23.15  tons,  the  allowance  would  be  restricted  to  55  per  cent  of  (206.51—23.15) 
tons=  100.85  tons. 

69.  Allowance  for  propelling  power  the  same  under  Rules  I  and  II. — The  method  of  measuring 
the  engine  room  and  computing  the  allowance  for  propelling  power  is  the  same  whether  the 
gross  tonnage  of  the  vessel  has  been  computed  under  Rule  I  or  Rule  II. 

DEDUCTIONS    UNDER   SECTION   79. 

70.  The  surveyors  should  note  the.'  following  instructions  relating  to  the  various  deduc- 
tions from  tonnage  authorized  by  section  79  of  the  Merchant  Shipping  Act,  1894,  as  amended 
by  section  54  of  the  act  of  1906. 

71.  Master's  and  crew's  spaces. — Whenever  practicable,  the  inspection  of  the  master's 
and  crew's  spaces  should  be  performed  at  the  same  time  as  the  measurement  of  tonnage,  and 
in  considering  whether  these  spaces  are  eligible  for  deduction  from  tonnage  the  surveyor  should 
be  guided  by  the  provisions  of  the  Merchant  Shipping  Acts  and  the  board's  "Instructions  as  to 
the  Surve)r  of  Master's  and  Crew  Spaces." 

61861°— 13 20 


298  MEASUKEMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

72.  General  conditions  for  deductions. — As  regards  the  deduction  of  the  spaces  referred  to 
in  the  following  four  paragraphs,  the  act  provides  that  the  space  deducted  must  be  reasonable 
in  extent  and  properly  and  efficiently  constructed  for  the  purpose  for  which  it  is  intended,  and 
that  it  must  be  marked  in  the  manner  prescribed. 

It  should  also  be  noted  that  no  deduction  can  be  allowed  in  respect  of  any  space  which  has 
not  been  first  included  in  the  gross  tonnage. 

73.  Sail  room. — The  sail  room,  deducted  only  in  the  case  of  a  ship  wholly  propelled  by  sails, 
must  be  set  apart  and  used  exclusively  for  the  storage  of  sails,  and  the  space  deducted  must  not 
exceed  2\  per  cent  of  the  gross  tonnage  of  the  ship.     It  must  be  efficiently  constructed,  and  the 

words:  "Certified  sail  room tons,"  should  be  permanently  cut  in  a  beam  within  but  near 

the  entrance,  and  also  cut  in  or  painted  on  or  over  the  doorway  or  hatchway. 

74.  Spaces  used  exclusively  for  the  working  of  the  helm,  capstan,  and  anchor  gear. — When  sit- 
uated above  the  upper  deck  these  spaces  are  not  included  in  the  measurement,1  and  therefore 
will  not  be  deductions  under  this  section,  but  when  situated  below  the  upper  deck  such  spaces 
are  to  be  deducted  from  the  tonnage  if  the  requirements  of  the  act  are  complied  with. 

75.  Chart  room  and  boatswain  s  store. — The  chart  room,  used  exclusively  for  keeping  the 
charts,  signals,  and  other  instruments  of  navigation,  and  boatswain's  store  space  are,  under 
the  provisions  of  the  second  schedule,  added  to  the  tonnage,  and  are,  therefore,  to  be  deducted 
wherever  situated,  subject  to  compliance  with  the  requirements  of  the  act. 

In  small  vessels  where  the  cabin  or  saloon  is  the  only  space  available  for  chart  purposes, 
and  the  surveyor  is  satisfied  that  charts  are  required,  one-half  the  cabin  or  saloon,  but  not  more 
than  3  tons,  may  be  allowed  for  this  purpose.  The  boatswain's  store  space  to  be  allowed  should 
not,  as  a  rule,  exceed  1  per  cent  of  the  gross  tonnage  in  vessels  of  1,000  tons  gross  and  upward, 
but  not  more  than  75  tons  should  be  allowed  in  any  ship,  however  large.  In  vessels  from  500 
to  1,000  tons  gross  the  reasonable  limit  is  about  10  tons,  and  in  vessels  of  150  to  500  tons  2  per 
cent  of  the  gross  tonnage  may  be  allowed.  In  small  vessels  under  150  tons  the  allowance  should 
not,  as  a  rule,  exceed  3  tons,  and  in  fishing  vessels  that  have  no  separate  boatswain's  storeroom 
this  amount  may  be  allowed  for  the  boatswain's  stores  carried  in  the  net  room. 

76.  Donkey  engine  and  boiler  space. — (1)  If  situated  within  the  boundary  of  the  engine 
room  or  the  casing  above  it,  and  if  the  machinery  is  used  in  connection  with  the  main  machinery 
for  propelling  the  vessel,  the  space  forms  part  of  the  actual  engine  room,  and  therefore  should 
not  be  the  subject  of  a  separate  allowance.  (2)  When  the  donkey  boiler  is  in  a  house  above 
the  upper  deck  and  not  connected  with  the  main  machinery  as  described  above,  it  is  not  subject 
to  measurement  in  the  gross  tonnage  of  the  ship,2  and  therefore  must  not  form  a  deduction. 
(3)  In  all  other  cases  the  space  occupied  by  the  donkey  engine  and  boiler,  if  connected  with  the 
main  pumps  of  the  ship,  is  to  be  allowed  as  a  deduction  from  the  tonnage,  if  reasonable  in  extent 
and  properly  and  efficiently  constructed. 

77.  Marking. — All  the  above-mentioned  spaces,  if  deducted  from  the  tonnage,  must  be 
marked  similarly  to  the  sail  room,  their  proper  designation  being  stated  in  each  case. 

78.  Water-baUast  spaces  othtr  than  double  bottoms. — These  spaces  include  all  water-ballast 
spaces  (other  than  double  bottoms),  wherever  situated,  including  forward  and  after  peak  tank 
spaces  above  the  top  of  the  double  bottom  or  floors,  and  the  surveyor  must  see  that  all  such 
water-ballast  spaces,  whether  situated  above  or  below  the  upper  deck,  are  first  included  in  the 
gross  tonnage  whether  deduction  is  claimed  or  not. 

Application  for  the  deduction  of  the  water-ballast  spaces  named  above  must  be  made  in 
writing  by  the  builders  or  owners,  and  the  spaces  must  comply  with  the  following  conditions: 

(1)  That  they  are  adapted  only  for  water  ballast; 

(2)  That  they  are  entered  by  an  ordinary  sized  oval  manhole  only ;  and 

(3)  That  they  are  marked  as  required  by  section  79. 

'  See  par.  38  (a)  and  (6J.  '  See  par.  38  (a). 


MEASUREMENT   OF   VESSELS   FOR  PANAMA   CANAL. 


299 


In  every  case  in  which  these  deductions  are  claimed  the  surveyor,  when  forwarding  the 
formula  to  the  principal  surveyor  for  tonnage  for  examination,  must  report  on  form  surveys  129 
whether  or  not  the  foregoing  conditions  are  fulfilled,  and  forward  scale  drawings  of  the  spaces 
in  question. 

79.  Mode  of  measurement. — "When  spaces  for  water  ballast  are  of  rectangular  form  the 
tonnage  may  be  ascertained  by  multiplying  together  the  mean  length,  breadth,  and  depth  of 
the  space,  and  dividing  the  product  by  100;  but  the  tonnage  of  peak  tanks,  and  all  other  water- 
ballast  spaces  bounded  by  one  or  more  curved  surfaces  must  be  ascertained  in  the  manner 
provided  for  in  the  second  schedule,  Rule  I,  of  the  act. 

80.  All  the  particulars  and  measurements  of  the  spaces  deducted  under  section  79,  includ- 
ing the  computation  relating  to  the  deduction  of  spaces  for  water  ballast,  must  be  shown  upon 
the  back  of  form  surveys  63. 

81.  Use  of  forms  and  submission  of  measurements  to  principal  surveyor. — A  list  of  the  forms 
used  in  connection  with  tonnage  measurement  is  here  given.  Reference  has  already  been  made, 
in  the  course  of  these  instructions,  to  the  use  of  certain  of  these  forms. 

List  of  forms  used  in  connection  with  tonnage  measurement. 


Name  of  form. 


Application  for  tonnage  measurement 

Memorandum  of  measurements,  for  use  at  ship 

Formula1  of  measurement  under  Rule  I: 

Class  1.  For  vessels  50  feet  long  and  under 

Class  2.  From  50  to  120  feet,  and  midship  depth  not  exceeding  16  feet 

Class  2A.  From  50  to  120  feet,  and  midship  depth  exceeding  16  feet 

Class  3.  From  120  to  ISO  feet,  and  midship  depth  not  exceeding  16  feet 

Class  3A.  From  120  to  ISO  feet,  and  midship  depth  exceeding  16  feet 

Class  4.  From  ISO  to  225  feet,  and  midship  depth  not  exceeding  16  feet 

Class  4A.  From  ISO  to  225  feet,  and  midship  depth  exceeding  16  feet 

Class  5.  For  vessels  over  225  feet  long 

For  vessels  with  double  bottom  for  water  ballast 

Form  for  computing  the  tonnage  of  spaces 

Particulars  of  engine  and  boiler  space 

Surveyor's  certificate  as  to  light  and  air  spaces 

Surveyor's  report  on  deductions  under  sec.  79 

Surveyor's  certificate  as  to  water-ballast  spaces 

Sketch  for  use  when  builder's  drawings  are  not  obtainable 

Certificate  of  survey  for  registry  under  Part  I  of  the  act 

Letter  advising  owner  of  completion  of  tonnage  measurement 

Report  of  marking  of  net  tonnage,  etc.,  on  ship 

Certificate  of  British  tonnage  for  issue  to  foreign  ship 

Suez  Canal  special  tonnage  certificate 

Letter  forwarding  draft  Suez  Canal  certificate  to  tonnage  department 

Letter  to  owners  notifying  invalidity  of  Suez  Canal  certificate 

Sketches  for  use  in  connection  with  Suez  Canal  tonnage  measurement: 

Vessel  with  forecastle,  bridge,  and  poop  all  separate 

Vessel  with  forecastle  and  bridge  combined,  and  poop 

Vessel  with  bridge  and  poop  combined,  and  forecastle 

Report  of  measurement  of  sea-fishing  vessel  for  registry  under  Part  IV  of  the  act 

Report  of  measurement  of  Scottish  sea-fishing  vessel  for  registry  under  Part  IV  of  the  act 
Half-yearly  return  of  implements 


Surveys  6 

Surveys  58A . 


Surveys  51 . . . 
Surveys  52. .. 
Surveys  53 .  - . 
Surveys  54 . . . 
Surveys  55 . . . 
Surveys  56... 
Surveys  57. . . 
Surveys  5S. .. 
Surveys  50. . . 
Surveys  50A . 
Surveys  128. . 
Surveys  117. . 
Surveys  63... 
Surveys  129.. 
Surveys  131. . 
Surveys  59. . . 
Surveys  59C.. 
Surveys  SOB. 
Surveys  60. . . 
Surveys  60A . 
Surveys  60D . 
Surveys  140. . 


Survey  131  A. 
Survey  131 B. 
Survey  131C 
Survey  59A . . 
Survey  59B . . 
Survey  135... 


2.115 
11,83 


11,26,42, 
81-3 


26 

57 

.59 

so,  81.  S3 

78 
134 

82 


105, 107 
114,134,154 


134 


94 
99 


The  formula  of  measurement  should  be  forwarded  to  the  principal  surveyor  for  tonnage 
for  test  and  examination  as  soon  as  the  measurement  of  the  gross  tonnage  is  completed. 

In  the  case  of  the  removal  of  any  steam  vessel  before  the  engine  room  is  fitted,  from  the 
port  at  which  she  has  been  built  to  some  other  port,  for  the.  purpose  of  taking  in  and  fitting 
her  machinery,  the  surveyor  at  the  latter  port  will,  if  it  is  intended  that  the  vessel  shall  not 
return  to  the  previous  port  before  sailing  on  her  voyage,  be  directed  to  measure  the  engine 
room  when  sufficiently  fitted,  and  the  details  of  this  measurement  will  then  be  transmitted  to 
the  port  to  which  the  vessel  belongs,  for  the  completion  of  her  registry. 

Before  the  formula  can  be  finally  signed  by  the  examiner  in  the  tonnage  department,  it 
must  be  accompanied  by  form  surveys  63,  but  to  save  time  and  to  facilitate  the  work,  this  form 


300 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


REGISTRY 

FORM  No.  1. 

and 

Surveys  59. 

Prescribed  by 

H.  M.  Customs 

[SEAL  OF  COM.   OF 

COUNCIL  FOE 

TRADE. J 

With  the 
Consent  of  the 
Board  of  Trade. 


MERCHANT  SHIPPING  ACT,  1894. 
[Certificate  of  survey.] 


Name  of  ship. 


Port  of  intended  registry. 


Official  number,  if  there  has 
been  any  former  registry. 


Whether  Brit- 
ish or  for- 
eign built. 


Whether  a  sailing  or  steam- 
ship; and  if  a  steamship, 
how  propelled. 


Where  built. 


When  built. 


Name  and  address 
of  builders. 


Number  of  decks 

Number  of  masts 

Rigged 

Stern 

Build 

Galleries 

Head 

Framework  and  de- 
scription of  vessel . . . 

Number  of  bulkheads . 

Number  of  water-bal- 
last tanks  and  their 
capacity  in  tons 


Length  from  fore  part  of  stem  under  the  bowsprit 
to  the  aft  side  of  the  head  of  the  sternpost 

Length  at  quarter  of  depth  from  top  of  weather 
deck  at  side  amidships  to  bottom  of  keel 

Main  breadth  to  outside  of  plank 

Depth  in  hold  from  tonnage  deck  to  ceiling  at 
midships 

Depth  in  hold  from  upper  deck  to  ceiling  at  mid- 
ships in  the  case  of  three  decks  and  upward. . . 

Depth  from  top  of  beam  amidships  to  top  of  keel . 

Depth  from  top  of  deck  at  side  amidships  to  bot- 
tom of  keel 

Round  of  beam 

Length  of  engine  room  (if  any) 


Feet. 


Tenths. 


PARTICULARS   OF   DISPLACEMENT. 


Total  to  quarter  the  depth  from 
weather  deck  at  side  amidships  to 
bottom  of  keel , 


Ditto  per  inch  immersion  at  same  \ 
depth / 


PARTICULARS   OF   ENGINES,  ETC.  (if  any). 


No.  of 

engines. 


Description. 


Engines. 


Boilers. 

Number 

Iron  or  steel 

Pressure     when 
loaded 


Whether 

British  or 

foreign 

made. 


When 

made. 


Engines. 


Boilers. 


Name  and 

address  of 

makers. 


No.  of  and 
diameter 

of 
cylinders. 


Engines. 


Length 
stroke. 


N.H.P. 
I.H.  P. 

speed 
of  ship. 


PARTICULARS  OF  TONNAGE. 


Gross  tonnage. 

Under  tonnage  deck 

Closed-in    spaces    above    the 
tonnage  deck,  if  any: 
Space  or  spaces  bet.  decks. 

Poop 

Forecastle 

Roundhouse 

Other  closed-in  spaces,  if 
any,  as  follows: 


Spaces  for  machinery,  and 
light  and  air,  under  sec.  78 
(2)  of  the  Merchant  Shipping 
Act,  1894,  if  required. 


Gross  tonnage 

Deductions  as  per  contra. 


Registered  tonnage. 


No.  of 
tons. 


Deduction  allowed. 

On  account  of  space  required  for  propelling 
power 

On  account  of  spaces  occupied  by  seamen  or 
apprentices,  and  appropriated  to  their  use, 
and  kept  free  from  goods  or  stores  of  every 
kind,  not  being  the  personal  property  of  the 
crew 

These  spaces  are  the  following,  via: 


Deductions  under  sec.   79  of  the   Merchant 
Shipping  Act,  1894,  as  follows: 


Cubic 
meters. 


Total. 


No.  of 
tons. 


Note.— The  only  spaces  above  the  upper  deck  not  included  in  the  cubical  contents  forming  the 
ship's  registered  tonnage  are , 


I,  the  undersigned ,  having  surveyed  the  above-named  ship,  hereby  certify 

that  the  above  particulars  are  true,  and  that  her  name  is  marked  on  each  of  her  bows,  and  her  name 
and  the  port  of  registry  are  properly  marked  on  a  conspicuous  part  of  her  stern,  a  scale  of  feet  marked 
on  each  side  of  her  stem  and  of  her  sternpost,  and  lines  permanently  and  conspicuously  marked  on 
each  side  amidships  indicating  the  position  of  each  deck  which  is  above  water,  in  manner  directed  by 
the  Merchant  Shipping  Act,  1894. 

Dated  at ,  this" day  of ,  18—. 

Surveyor. 


MEASUREMENT   OF   VESSELS   FOB  PANAMA   CANAL.  301 

need  not  then  contain  more  than  a  statement  of  the  appropriation  and  dimensions  of  the  spaces 
to  be  deducted  from  the  gross  tonnage  of  the  vessel  and  the  number  of  water-closets  set  apart 
for  the  crew  and  officers,  respectively.  The  form  will  be  returned  to  the  surveyor  for  comple- 
tion in  due  course. 

82.  When  the  forms  have  been  completed  and  finally  approved,  the  particulars  of  tonnage 
are  to  be  entered  on  the  form  surveys  59,  which  is  the  certificate  of  survey  referred  to  in  section  6 
of  the  act.  On  completion  of  this  form  in  other  respects,  it  is  to  be  sent,  together  with  the 
approved  formula  and  the  necessary  certificate  as  to  crew  space,1  to  the  registrar  of  shipping 
at  the  port  of  intended  registry,  and  the  form  surveys  59  C  should  at  the  same  time  be  sent  to 
the  owner  informing  him  that  the  papers  have,  been  forwarded  to  the  registrar. 

83.  As  soon  as  the  vessel  has  been  registered,  the  official  number  should  be  inserted  in  the 
various  forms,  and  the  form  surveys  63  should  be  forwarded  to  the  principal  surveyor  for  ton- 
nage to  be  recorded  and  filed.     The  form  surveys  58  A  should  be  retained  in  the  surveyor's  office. 

84.  Registry  of  alterations. — Whenever  it  comes  to  the  knowledge  of  the  surveyors  that  a 
ship  has  been  so  altered  as  to  cause  an  alteration  in  her  tonnage,  they  should  see  that  the 
necessary  action  is  taken  to  have  the  vessel  remeasured  as  far  as  necessary,  and  the  alteration 
in  tonnage  registered  under  section  48. 

85.  In  such  cases  the  surveyor  should  apply  to  the  principal  surveyor  for  tonnage  for  the 
formula  and  papers  of  the  previous  measurement  of  the  ship.  No  marks  or  alterations  are  to 
be  made  on  these  papers,  but  on  completing  the  remeasurement  the  surveyor  should  prepare 
fresh  papers  showing  the  alterations  and  forward  them  for  approval  to  the  principal  surveyor; 
at  the  same  time  the  previous  papers  should  be  returned. 

86.  Tonnage  measurement  of  motor  ioats. — Section  743  of  the  act  provides  that  the  pro- 
visions of  the  acts  relating  to  steamers  shall  apply  to  ships  propelled  by  electricity  or  other 
mechanical  power,  with  such  modifications  as  the  Board  of  Trade  may  prescribe  for  the  purpose 
of  adaptation.  Vessels  fitted  with  oil  engines  or  other  motors  for  propelling  purposes  (whether 
auxiliary  or  otherwise)  must  therefore  be  regarded  as  steamers  for  the  purposes  of  registry  and 
tonnage  measurement.  The  allowance  for  propelling  power  should,  in  accordance  with  section 
78,  be  calculated  in  the  same  manner  as  for  vessels  propelled  by  steam  power,  but  the  space  occu- 
pied by  storage  batteries  or  oil  fuel  must  not  in  any  case  be  included  in  the  engine-room  meas- 
usement  on  which  the  allowance  is  based.  As  the  vessels  in  question  are  not  wholly  propelled 
by  sails,  no  deduction  can  be  made  for  sad  room  under  section  79  (1)  (b)  of  the  act. 

87.  Vessels  of  special  type. — If  the  surveyors  are  called  on  to  measure  vessels  to  which  the 
tonnage  regulations  of  the  act  and  the  directions  contained  in  these  instructions  are  not  readdy 
applicable  owing  to  the  manner  in  which  the  vessels  are  constructed  or  fitted,  or  for  any  other 
reason,  full  particulars  of  the  case  accompanied  with  the  necessary  drawings  should  be  forwarded 
to  the  principal  surveyor  for  tonnage  for  consideration  and  submission  to  the  board  if  necessary, 
and  the  points  on  which  instructions  are  desired  should  be  clearly  stated  in  the  surveyor's 
report. 

88.  Deck  cargo  spaces. — The  measurement  of  spaces  occupied  by  deck  cargo  is  performed 
by  officers  of  customs  and  excise. 

89.  Measurement  of  Admiralty  ships. — Provision  is  made,  by  section  80  of  the  act  of  1906 
and  the  order  in  councU  of  March  22,  1911,  for  the  registry  of  ships  owned  by  the  Admiralty 
but  not  forming  part  of  the  Royal  Navy,  viz,  royal  fleet  auxiliaries  such  as  oil  carriers  and 
hospital  ships.  If  any  such  vessels  are  submitted  for  measurement  with  a  view  to  registry, 
they  should  for  the  present  be  dealt  with  in  accordance  with  the  tonnage  regulations  of  the 
Merchant  Shipping  Acts. 

1  See  par.  34  of  the  "Instructions  as  to  the  Survey  of  Master's  and  Crew  Spaces." 


302  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

90.  Verification  of  draft  of  water  marks. — Before  a  vessel  can  be  registered  or  reregistered 
the  draft  of  water  marks  must  be  verified,  unless  the  vessel  has  been  exempted  from  this  mark- 
ing under  section  7  (2). 


c'  xd'  b  d  'c     e  e1    a 

In  verifying  the  draft  of  water  marks  the  surveyor  must  take  proper  means  to  test  whether 
the  keel  is  straight.  This  may  be  done  by  fixing  three  level  sights  or  battens,  one  at  each  end 
(a  a'  on  sketch),  the  other  at  the  middle  of  the  length  of  the  vessel  (b) ;  the  end  ones  should  be 
below  the  line  of  sight  (s  s'),  the  middle  one  above.  A  ram  line  or  baseboard  (e  e')  should  then 
be  placed  at  the  stem  in  position  of  this  line  of  sight,  and  also  at  the  stern,  and  the  several 
heights  or  figures  tested  square  or  perpendicular  to  such  line  or  board.  If  the  keel  is  not  practi- 
cally straight,  but  droops  at  the  ends,  the  points  for  guidance  will  be  c  c',  and  if  low  in  the 
middle,  b  will  be  the  point,  with  a  parallel  distance  below  at  d  d'  or  at  any  points  equidistant 
from  b,  the  greatest  care  being  taken  that  the  marks  represent  the  depths  from  the  lowest  part 
or  parts  of  the  keel. 

In  the  case  of  new  vessels,  opportunity  should  be  taken  of  testing  the  marks  at  the  time 
the  builders  are  setting  them  off,  when  the  necessary  appliances  will  be  at  hand,  and  the 
builders  will  doubtless  render  every  assistance. 

91.  Official  number. — The  official  number  of  a  British  ship  is  never  changed,  and  in  the 
case  of  a  vessel  which  is  transferred  to  a  foreign  flag  and  is  subsequently  reregistered  as  a  British 
ship,  the  original  official  number  is  reallotted  to  her  on  registry.  If  the  surveyors,  when  surveying 
a  vessel  for  registry,  should  have  any  reason  to  suppose  that  she  has  at  any  time  been  registered 
as  a  British  ship,  they  are  to  make  a  special  report  of  the  circumstances  to  the  registrar,  and 
furnish  him  with  the  particulars  of  any  official  number  marked  on  the  main  beam,  in  order 
that  in  all  cases  of  reregistry  the  official  number  first  given  to  the  vessel  may  be  retained  as  a 
permanent  mark  of  the  vessel's  identity. 

92.  Number  of  decks. — When  entering  on  the  form  surveys  59  the  particulars  as  to  "  number 
of  decks,"  the  surveyors  should  enumerate  as  "decks"  only  those  which  are  without  such  open- 
ings as  exempt  the  spaces  beneath  from  being  included  in  the  under-deck  tonnage.  In  the  case 
of  vessels  having  other  decks  which  contain  such  openings  as  exempt  the  spaces  beneath  from 
being  included  in  the  under-deck  tonnage,  these  should  be  described  separately  after  setting 
forth  the  number  of  decks  proper.  For  instance,  in  the  case  of  a  vessel  having  two  decks  the 
spaces  under  which  are  included  in  the  under-deck  tonnage,  and  in  addition  a  third  deck  con- 
taining such  openings  as  exempt  the  space  beneath  from  inclusion  in  such  tonnage,  the  descrip- 
tion should  be  as  follows:  "Two  decks  and  shade  deck." 

93.  Description  of  vessel  to  be  distinguished  from  description  of  rig. — In  dealing  with  barges, 
flats,  trows,  dumb  barges,  and  other  similar  vessels,  the  surveyors  should,  in  filling  up  the  form 
surveys  59,  be  careful  not  to  confuse  the  description  of  the  rig  with  the  description  of  the  vessel. 

The  terms  "schooner,"  "brig,"  "barque,"  etc.,  describe  the  rig. 

The  terms  "barge,"  "billy-boy,"  "trow,"  "keel,"  "lighter,"  "lump,"  "wherry,"  "mud- 
flat,"  "dumb  barge,"  "monkey  boat,"  "canal  boat,"  etc.,  on  the  other  hand,  describe  the  vessel 
and  not  the  rig:  e.  g.,  what  is  known  as  a  barge  may  be  rigged  in  various  ways,  or  not  at  all,  and 
the  rig  of  all  the  other  vessels  mentioned  above  is  various. 


MEASUREMENT   OF   VESSELS   FOB  PANAMA   CANAL.  303 

In  the  case  of  barges  and  craft  not  rigged  for  sailing  outside  smooth  water,  the  words  "  dumb 
barge,"  "dumb  flat,"  "canal  boat,"  etc.,  should  be  written  in  the  form  surveys  59  for  description 
of  vessel,  and  under  the  heading  rig  the  words  not  rigged  should  be  written. 

Example. 

Number  of  decks 

Number  of  masts Nil. 

Rigged Not. 

Stern s 

Build 

Galleries 

Head 

Framework  and  description  of  vessel  (dumb  barge  or  "canal  boat"  or  "lighter."  etc.,  as        Wood. 
the  case  may  be). 

Number  of  bulkheads 

Number  of  water-ballast  tanks,  and  their  capacity  in  tons 

In  cases  where  they  are  rigged  for  sailing,  e.  g.,  in  the  case  of  certain  sading  barges  on  the 
Thames,  the  words  "barge,  sailing,"  should  be  written  to  describe  the  vessels,  and  "spritsail," 
or  "topsail,"  as  the  case  may  be,  to  denote  the  rig. 

Example. 

Number  of  decks 

Number  of  masts 

Rigged Spritsail. 

Stern 

Build 

Galleries 

Head 

Framework  and  description  of  vessel '. Wood. 

Barge  sailing. 

Number  of  bulkheads 

Number  of  water-ballast  tanks,  and  their  capacity  in  tons 

94.  Measurement  of  sea-fishing  boats. — The  surveyors  should  be  guided,  as  regards  the  meas- 
urement of  sea-fishing  boats,  by  the  instructions  contained  in  Circular  1503,  issued  in  March, 
1911,  and  Circular  1356,  issued  in  October,  1903. 

MISCELLANEOUS    RULES    AND    TABLES. 

95.  Number  of  decimal  places  necessary. — The  act  prescribes  that  all  measurements  shall  be 
taken  in  "feet  and  decimals  of  feet." 

As  the  usual  measure,  or  scale,  is  divided  only  into  feet,  tenths,  and  hundredths,  the  simple 
linear  measurements  taken  thereby  can  never  contain  more  than  two  places  of  decimals. 

But,  as  in  the  arithmetical  division  and  subdivision  of  these  measurements  any  number  of 
decimals  may  arise,  it  becomes  necessary,  in  such  a  practical  operation  as  the  measurement  of 
tonnage,  to  reduce  this  number  to  the  fewest  possible,  consistent  with  practical  correctness. 

This  practical  correctness,  except  in  the  division  and  subdivision  of  the  length  and  depths 
for  ascertaining  the  "one-third  of  the  common  intervals,"  may  be  attained  without  employing 
more  than  two  places  of  decimals,  by  simply  taking  care  to  increase  the  second  decimal  by  one 
whenever  the  third  amounts  to  the  figure  5  or  any  higher  number.  Therefore,  with  this  quali- 
fication, and  the  above  exception,  two  places  of  decimals  only  may  be  used  throughout  the 
whole  of  the  computation,  as  the  discrepancy  arising  therefrom  in  the  tonnage  of  a  vessel  of 
1,500  tons  amounts  only  to  a  fraction  of  a  ton. 


304 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


Example. — Suppose  the  measured  length  of  a  vessel  to  be  153.29  feet.  This  being  divided 
by  8  in  accordance  with  Rule  I,  gives  19.1612  feet  for  the  common  interval  between  the  areas, 
which,  being  subdivided  by  3,  gives  6.387  for  one-third  of  the  common  interval.  Up  to  this 
point  three  decimals  must  be  retained;  but  when  using  this  last  multiplier  in  the  subsequent 
computation  for  tonnage,  we  need  only  take  6.39,  instead  of  6.387.  If  the  third  decimal  had 
been  under  the  figure  5,  instead  of  above  it,  6.38  simply  would  have  to  be  taken.  The  same 
applies  also  to  the  computation  of  the  areas. 

96.  Decimal  equivalents  of  inches. — The  following  table  of  inches,  or  twelfths  of  a  foot, 
expressed  in  their  equivalents  of  tenths  or  decimals  of  a  foot,  with  the  adjustment  to  two 
places  of  decimals,  as  set  forth  in  paragraph  95,  wdl  be  found  useful: 


1  foot,  or  12  inches,  the  integer. 

In. 

Equivalents  in 

In. 

Equivalents  in 

decimals  of  a  foot. 

decimals  of  a  foot. 

11 

0.92 

4 

0.33 

10 

.83 

3 

.25 

9 

.75 

2 

.17 

8 

.67 

1 

.08 

7 

.58 

a 

.06 

6 

.5 

1 

.04 

5 

.42 

1 

.02 

97.    Usual  thickness  of  ceiling,  etc. — The  following  table  of  the  usual  thickness  of  ceiling,  etc., 
may  be  useful  for  occasional  reference: 


Tonnage. 


Average  thickness  of  ceil- 
ing between  decks 

Average  thickness  of  ceil- 
ing below  hold  beams 

Average  thickness  of  bilge 
plank  and  limber  strake.. 

Average  thickness  of  ton- 
nage deck 


50 

150 

250 

350 

500 

700 

1,000 

1,350 

Above 
1,350 

In. 

In. 

In. 

In. 

In. 

In. 

In. 

In. 

In. 

H 

2 

21 

2i 

21 

2 

2i 

3 

31 

11 

2 

21 

2i 

3 

31 

3* 

4 

41 

2} 

3 

3i 

35 

4 

■>! 

51 

61 

61 

21 

21 

21 

3 

31 

31 

4 

4 

4 

98.  Reduction  of  tons  to  cubic  meters. — The  gross  tonnage,  gross  deductions,  and  net  tonnage 
are  to  be  reduced  to  cubic  meters,  and  the  result  entered  in  the  form  surveys  59.  The  factor 
for  conversion  is  2. S3,  and  the  following  table  of  equivalents  will  be  found  useful: 


Tons. 

Meters. 

Tons. 

Meters. 

Tons. 

Meters. 

Tons. 

Meters. 

1 

2.83 

26 

73.58 

51 

144.33 

76 

215. 08 

2 

5.66 

27 

76.41 

52 

147.16 

77 

217.91 

3 

8.49 

28 

79.24 

53 

149.99 

78 

220.  74 

4 

11.32 

29 

82.07 

54 

152.  82 

79 

223.57 

5 

14.15 

30 

84.90 

55 

155.65 

80 

226.  40 

6 

16.98 

31 

87.73 

56 

158.  48 

81 

229.23 

7 

19.81 

32 

90.56 

57 

161.31 

82 

232.06 

S 

22.64 

33 

93.39 

58 

164.14 

83 

234.89 

9 

25.47 

34 

96.22 

59 

166.  97 

84 

237.72 

10 

28.30 

35 

99.05 

60 

169.  80 

85 

240.  55 

11 

31.13 

36 

101.  ss 

61 

172.63 

86 

243.38 

12 

33.96 

37 

104.71 

62 

175.  46 

87 

246.21 

13 

36.79 

38 

107.54 

63 

178.29 

88 

249.04 

14 

39.62 

39 

110.37 

64 

181.12 

89 

251.87 

15 

42.45 

40 

113.20 

65 

183.95 

90 

254.  70 

16 

45.28 

41 

116.03 

66 

186.78 

91 

257.53 

17 

48.11 

42 

118.86 

67 

189.61 

92 

260.36 

18 

50.94 

43 

121.69 

68 

192.44 

93 

263.19 

19 

53.77 

44 

124.52 

69 

195.27 

94 

266.  02 

20 

56.60 

45 

127.35 

70 

198. 10 

95 

268.85 

21 

59.43 

46 

130.18 

71 

200.93 

96 

271.68 

22 

62.26 

47 

133.  01 

72 

203. 76 

97 

274. 51 

23 

65.09 

48 

135.84 

73 

206.59 

98 

277. 34 

24 

67.92 

49 

138.  67 

74 

209.42 

99 

280. 17 

25 

70.75 

50 

141.50 

75 

212.25 

100 

283.00 

MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  305 

99.  Measuring  tapes. — Tapes  should  be  frequently  tested  as  to  their  accuracy,  and  they 
must  be  tested  each  time  they  are  used  during  damp  weather,  one  standard,  as  accurately 
laid  down  as  practicable,  being  used  for  the  test.  At  the  principal  port  of  the  district  a  suit- 
able stock  of  tapes  with  or  without  cases  should  be  kept  (together  with  other  implements), 
from  which  the  surveyors  can  draw  from  time  to  time  on  application  to  the  principal  officer, 
and  at  the  end  of  every  half  year  one  report  from  each  port  should  be  sent  to  the  board  giving 
an  account  on  the  form  surveys  135  of  the  number  and  condition  of  the  implements  in  stock 
and  those  in  use. 

Whenever  a  tape  has  been  exposed  to  the  wet,  it  should  be  carefully  hung  up,  dried,  cleaned, 
and  afterwards  lightly  rubbed  with  a  piece  of  old  cloth  moistened  with  a  little  oil,  and  the  sur- 
veyors should  see  that  the  tape  holders  do  this  and  preserve  the  tapes  clean  and  dry. 

100.  Girting  chain  for  Rule  II. — For  girting  ships  in  all  cases  of  measurement  by  Rule  II  a 
curb  chain  of  about  4£  ounces  to  the  foot  and  70  feet  long  is  supplied.  A  few  feet  of  water-laid 
lanyard  can  be  added  at  each  end  in  the  case  of  the  larger  class  of  vessels.  The  chain  is  marked 
as  follows:  A  ring  about  1  inch  diameter  is  infixed  at  the  middle  of  the  length,  and  from  the 
center  of  this  ring  the  chain  is  tallied  each  way  with  small  metal  tallies  2  feet  apart,  having  the 
figures  2,  4,  6,  8,  etc.,  successively  stamped  on  them.  In  girting  a  vessel  it  is  only  necessary  to 
add  together  the  two  quantities  shown  by  the  tallies  at  each  side  of  the  deck  to  obtain  the 
whole  girth  of  the  vessel. 

In  all  cases  the  length  of  the  chain  should  be  frequently  tested  and  the  talhes  readjusted 
when  necessary.  When  not  galvanized  the  chain  should  be  kept,  when  out  of  use,  in  a  bag  of 
sawdust  and  whitening. 

101.  Moorsom's  measuring  apparatus. — The  stanchion,  which  is  for  taking  depths,  is  formed 
of  a  couplet  of  rods  A  andB,  of  equal  lengths  (see  Fig.  IV,  p.  306);  the  upper  or  movable  one, 
A,  is  termed  the  index  rod,  having  an  index  between  o  and  n  traversing  a  scale,  decimally  divided, 
on  the  lower  fixed  rod  B;  the  scale  is  not  shown  in  the  diagram,  in  order  to  avoid  confusion. 

The  lift  rods  G,  G,  have  one  end  of  each  fitted  with  plates  having  notches  in  them  for  the 
purpose  of  lifting  the  tape  into  position  when  the  breadths  are  out  of  a  man's  reach  and  no 
ladder  is  at  hand  for  the  purpose. 

Each  lift  rod  is  provided  with  a  scale  on  it,  decimally  divided,  for  occasional  convenience. 

The  short  lift  rods  of  No.  1  stanchion  are  found  very  useful  in  taking  the  main  external 
breadths  of  ships,  by  placing  a  rod  on  the  rough-tree  rail  and  suspending  the  plumb  line  between 
the  plates,  moving  the  rod  inward  or  outward  till  the  line  just  touches  the  body  of  the  ship. 
The  scale  on  the  lift  rods  is  also  found  useful  in  setting  off  the  position  of  the  breadths  on  the 
stanchions. 

Apparatus  or  stanchion  No.  1 :  Rods  of  stanchion,  7  feet  long,  able  to  take  all  depths  from 
7  feet  to  13  feet.     Two  lift  rods,  5  feet  long. 

Apparatus  or  stanchion  No.  2:  Rods  of  stanchion,  11  feet  long,  able  to  take  all  depths  from 
11  feet  to  21  feet.     Two  lift  rods,  10  feet  long. 

It  may  first  be  observed  that  the  divisions  of  feet  on  the  scale  rod  B  commence  at  the  place 
of  the  index,  when  the  ends  of  the  rods  are  well  together,  and  show  at  that  point  the  constant 
length  of  the  fixed  rod  B;  by  which  arrangement  it  is  manifest  that  the  movable  index  will 
always  show  the  number  of  feet,  or  depth,  contained  between  the  upper  and  lower  points  of  the 
stanchion. 

At  the  station  of  the  area  to  be  measured  the  stanchion  is  to  be  placed  at  the  inside  of  the 
limber  strake  perpendicular,  or  square,  to  the  line  of  the  keel  or  keelson,  and  also  parallel  to  the 
middle  longitudinal  plane  of  the  ship,  and  forced  up  firmly  under  the  deck  and  fixed  in  such 
position  by  the  compressor  n;  from  the  depth  thus  shown  by  the  index  is  then  to  be  made  the 


306 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 


necessary  allowance,  as  prescribed  by  the  act,  for  one-third  of  the  round  of  the  beam,  and  the 
average  thickness  of  the  ceiling  (the  head  of  the  stanchion  being  supposed  to  be  in  contact  with 
the  underside  of  the  deck  and  the  heel  on  the  floor  timber),  and  the  remainder  is  the  depth  of 
the  area. 

The  depth  of  an  area  being  taken  as  above  is  to  be  divided  into  the  required  number  of 
equal  parts.  And  supposing  the  stanchion  as  above  fixed  to  be  still  in  position,  set  off  on  it, 
above  the  average  thickness  of  the  ceiling,  the  said  equal  division,  which  gives  the  position,  or 

Figure  IV. — Description  of  Moorsom's  measuring  apparatus. 
[The  diagram,  being  merely  descriptive,  is  not  drawn  to  scale.] 


Tonnage  Deck  of  a  Single  -  Deck  Vessel 


Lift  Rods 

Wl 


e 


General  references  to  figure.    The  diagram  represents  the  midship  section  or  area  of  a  ship,  with  the  measuring  apparatus  in  position  at  the  inside 
of  the  limber  strake.    A  B,  is  termed  the  stanchion.    G,  G,  are  termed  the  two  lift  rods. 

height,  of  the  first  breadth  above  the  limber  strake;  and  from  this,  when  the  stanchion  is  taken 
down,  the  heights  of  the  remaining  breadths  are  to  be  set  off  successively  at  equal  distances. 
The  heights  of  all  the  breadths  being  thus  severally  marked  on  the  stanchion,  it  is  then  set 
up  again  and  firmly  fixed  in  the  position  as  aforementioned,  and  the  breadths  may  be  readily 
and  correctly  measured  by  means  of  the  tape  held  at  right  angles  across  the  stanchion  at  each 
of  the  heights  marked  thereon.  In  case  any  of  the  breadths  required  are  out  of  a  man's  reach, 
and  no  ladder  is  at  hand,  the  tape  is  to  be  lifted  into  position  by  means  of  the  lift  rods. 

Part  II. — Measurement  of  Foreign  Ships. 

102.  Acceptance  of  foreign  tonnage  certificates. — Section  84  of  the  act  provides  that,  if  the 
tonnage  regulations  of  the  Merchant  Shipping  Acts  are  adopted  and  put  in  force  by  any  foreign 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


307 


country,  an  order  in  council  may  be  issued  providing  that  the  tonnage  denoted  in  the  certificates 
of  registry  of  vessels  belonging  to  that  country  shall  be  accepted,  with  or  without  qualifications. 

103.  The  various  orders  in  council  which  have  been  issued  under  the  section  referred  to  are 
printed  separately  for  the  surveyors'  information,1  but  the  following  summary  is  given  for  con- 
venience of  reference. 

104.  The  tonnage  denoted  on  certificates  of  registry  or  other  national  papers  issued  after 
the  date  mentioned  in  the  second  column  is  to  be  accepted  in  the  United  Kingdom  subject  to 
the  remarks  contained  in  the  third  column. 


Name. 


Date. 


Remarks. 


Austria-Hungary 
Belgium 

Denmark 

Finland 

France 

Germany 

Greece 

Haiti 

Italy 

Japan 

Netherlands 

Norway 

Russia 

Spain 

Sweden 

United  States 


Sept. 
Jan. 


1,1871 

1.1S84 


Oct.      1,1867 


June  1,1877 
July  1,1904 
Jan.      1,1873 


July    14,1909 
(O.S.July  1, 

1909.) 
Jan.    26,1882 
Feb.   10,1906 
July     1.1S84 
Jan.      1.1S76 


Oct.     1,1893 
Dec.  20,1879 

Apr.     1, 1910 

Apr.  1, 1875 
(sailing  ships) 
Apr.  1,1881 
(steamships) 
Jan.     1, 1865 


Steamers  may  be  remeasured  in  the  United  Kingdom  for  engine-room  allowance,  unless  the  tonnage  has 
been  estimated  under  British  rules  and  denoted  on  a  national  certificate  of  registry,  issued  after  Jan.  1, 
1898. 

Steamships  having  certificates  issued  between  Oct.  1,  1878,  and  Apr.  1,  1895,  may  be  remeasured  in  the 
United  Kingdom  for  engine-room  allowance,  unless  in  the  case  of  national  certificates  issued  between 
Sept.  1, 1S82,  and  Apr.  1, 1895,  the  net  tonnage  has  been  estimated  under  British  rules  and  denoted  on 
the  certificate. 


Steamships  having  certificates  issued  between  Jan.  1,  1873,  and  July  1,  1S95,  may  be  remeasured  in  the 
United  Kingdom  for  engine-room  allowance  unless,  in  the  case  of  national  certificates  issued  between 
June  20, 1888,  and  July  1,  1895,  the  net  tonnage  has  been  estimated  under  British  rules  and  denoted  on 
the  certificate. 

Greek  vessels  unprovided  with  a  national  certificate  dated  on  or  after  July  14,  1909,  or  a  valid  certificate 
of  British  tonnage,  are  subject  to  remeasurement  in  the  United  Kingdom. 


Steamships  having  certificates  issued  between  Jan.  1,  1876,  and  Sept.  18,  1899,  may  be  remeasured  in  the 
United  Kingdom  for  engine-room  allowance,  unless  the  net  tonnage  has  been  estimated  under  British 
rules  and  denoted  on  a  separate  national  certificate,  issued  between  Jan.  6,  1888,  and  Sept.  18, 1899. 

Steamships  having  certificates  issued  between  Dec.  20,  1879,  and  Mar.  2,  1900,  may  be  remeasured  in  the 

United  Kingdom  for  engine-room  allowance. 
If  the  certificate  does  not  bear  a  note  2  stating  that  the  measurements  have  been  made  in  accordance  with 

the  Board  of  Trade  rules,  instructions  should  be  sought  as  to  the  remeasurement  of  the  vessel. 
Steamships  having  certificates  dated  after  Apr.  1,  1881,  may  be  remeasured  in  the  United  Kingdom  for 

engine-room  allowance,  unless  the  net  tonnage  has  been  estimated  under  British  rules  and  denoted  on 

a  separate  national  certificate. 


Steamships  having  certificates  issued  before  Apr.  1, 
engine-room  allowance. 


1895,  may  be  remeasured  in  the  United  Kingdom  for 


105.  When  British  tonnage  certificates  are  compulsory. — Vessels  belonging  to  any  country 
not  mentioned  above,  or  vessels  which,  though  belonging  to  one  of  the  countries  mentioned, 
hold  certificates  issued  before  the  respective  dates  given  above,  are  subject  to  measurement 
for  tonnage  in  ports  of  the  United  Kingdom,  and  must  obtain  a  certificate  of  British  tonnage 
(form  surveys  60).  For  this  purpose  they  must  be  measured  by  the  board's  surveyors  in 
accordance  with  the  requirements  of  the  acts  and  these  instructions,  and  the  surveyor  should 
note  that,  if  the  vessel  has  cargo  on  board,  or  if  the  holds  are  so  lumbered  with  stores,  dunnage, 
or  ballast,  or  so  fitted  with  bulkheads  or  cabins,  as -to  prevent  the  prescribed  measurements  by 
Rule  I  being  correctly  taken,  she  may  be  measured  by  Rule  II  subject  to  the  approval  of  the 
Board  of  Trade.  In  such  case  the  reasons  for  adopting  Rule  II  should  be  stated  in  the  space 
provided  in  the  certificate. 

1  See  Circulars  1297,  1386,  and  1523. 

1  In  Spanish:  "  El  calculo  de  arqueos  y  los  descuentos  en  este  certincado  insertos  se  han  llevado  a  cabo  con  sujeccion  a  las  reglas  dictadas  por  el 
Board  of  Trade." 


308  MEASUREMENT   OF   VESSELS  FOE   PANAMA   CANAL. 

Foreign  ships  measured  by  Rule  II  may  at  any  subsequent,  period  be  remeasured  under 
Rule  I,  on  the  master  making  application  and  paying  the  prescribed  fees. 

The  .formula  of  measurement  together  with  form  surveys  60  in  duplicate  is  to  be  sent  to 
the  office  of  the  principal  surveyor  for  tonnage  for  test  and  examination  before  the  certificate 
is  issued. 

106.  The  certificate  remains  in  force  for  three  years  from  the  date  of  issue,  unless  altera- 
tions affecting  the  tonnage  of  the  vessel  are  made,  in  which  case  a  new  certificate  must  be 
obtained.  At  the  end  of  three  years,  a  fresh  form  bearing  the  date  of  the  last  survey  may  be 
issued,  if  the  principal  dimensions  of  the  vessel,  on  being  tried,  are  found  to  agree  with  those 
stated  in  the  certificate,  and  if  the  surveyor  has  no  reason  to  doubt  the  accuracy  of  the  tonnage. 

107.  When  certificates  are  optional. — Vessels  measured  under  foreign  regulations  which  agree 
with  the  tonnage  regulations  of  the  Merchant  Shipping  Acts,  except  as  regards  the  allowance 
for  propelling  power,  may,  if  desired,  be  remeasured  in  the  United  Kingdom  for  engine-room 
allowance,  as  indicated  in  the  list  above,  and  may  be  supplied  with  certificates  of  British  ton- 
nage, indicating  the  allowance  for  propelling  power  as  ascertained  by  the  British  rules.  In 
all  such  cases  the  registered  dimensions  and  gross  tonnage  are  to  be  accepted  as  they  appear  upon 
the  national  certificate  of  registry  and  the  deductions  for  propelling  power  only  are  to  be  dealt 
with  in  the  manner  applicable  to  British  ships.  The  surveyors  must  be  careful  not  to  include 
the  engine  and  boiler  casings  above  the  upper  deck  in  the  measurement  of  the  actual  engine 
room  unless  they  are  clearly  indicated  upon  the  national  certificate  of  registry  as  being  included 
in  the  gross  tonnage.  No  alterations  whatever  are  to  be  made  in  such  other  deductions  as  may 
be  shown  upon  the  national  certificate  of  registry  in  arriving  at  the  net  register  tonnage  upon 
the  form  surveys  60. 

Whenever  practicable  the  surveyor,  when  forwarding  the  formula  and  form  surveys  60 
to  the  principal  surveyor  for  tonnage  for  examination,  should  accompany  these  with  a  copy  of 
the  respective  items  forming  the  gross  tonnage  and  the  deductions,  as  shown  upon  the  national 
certificate  of  registry. 

108.  In  order  to  make  it  clear  that  the  certificates  of  British  tonnage  issued  in  these  cases 
do  not  attest  the  gross  tonnage  or  any  of  the  deductions  except  the  allowance  for  propelling 
power,  the  form  surveys  60  must,  before  issue,  be  altered  to  read  as  follows: 

"I  hereby  certify  that  I  have  measured  the  engine  and  boiler  spaces  of  the  .  .  .  ,  of 
.  .  .  ,  in  accordance  with  rule  ,  as  prescribed  by  the  Merchant  Shipping  Acts,  1894  to 
1907,  and,  by  this  rule,  the  gross  tonnage  according  to  her  national  papers  being  .  .  .  ,  the 
net  register  tonnage  is     .     ." 

On  the  back  of  the  certificate  the  words  "According  to  British  rules"  should  be  inserted 
against  the  propelling  power  allowance,  and  the  words  "According  to  national  papers"  inserted 
against  the  gross  tonnage  and  other  deductions. 

109.  In  the  case  of  new  vessels  constructed  in  the  United  Kingdom  for  foreign  owners, 
whether  belonging  to  a  country  in  respect  of  which  an  order  in  council  has  been  issued  or  not, 
certificates  of  British  tonnage  may  be  issued  if  desired,  calculated  in  the  usual  manner,  but 
they  will  only  remain  in  force  until  the  national  certificate  of  registry  has  been  granted,  and  a 
note  to  this  effect  will  in  such  cases  be  inserted  on  the  certificate  before  it  is  issued. 

110.  Certificates  of  British  tonnage  may  be  issued  on  similar  conditions  to  British  vessels 
transferred  in  the  United  Kingdom  to  foreign  owners.  If  in  such  cases  the  ship,  on  being  sur- 
veyed is  found  to  agree  with  the  tonnage  set  forth  in  the  copy  of  the  certificate  of  British  regis- 
try, which  is  to  be  furnished  by  the  owner,  a  certificate  of  tonnage  is  to  be  issued  in  accordance 
with  the  tonnage  set  forth  therein. 

111.  When  certificates  are  not  to  be  given. — Except  as  stated  above,  certificates  of  British 
tonnage  are  not  to  be  issued  to  vessels  belonging  to  countries  which  have  adopted  the  tonnage 
regulations  of  the  Merchant  Shipping  Acts,  and  in  respect  of  which  an  order  in  council  has  been 
issued  as  explained  above;  but  if  at  any  time  there  is  reason  to  believe  that  the  national  cer- 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL.  309 

tificate  of  registry  of  any  such  vessel  does  not  correctly  set  forth  the  tonnage,  the  surveyor 
should  report  full  particulars  of  the  case  to  the  Board  of  Trade. 

112.  General. — The  surveyors  should  note  that  collectors  of  customs  are  instructed  that  if, 
owing  to  the  language  in  which  the  national  certificate  is  issued,  difficulty  is  experienced  in 
ascertaining  the  tonnage  of  a  vessel  belonging  to  a  country  in  respect  of  which  an  order  in 
council  has  been  issued,  the  master  or  agent  of  such  vessel  is  to  be  required  to  furnish  all  neces- 
sary information  as  to  the  contents  of  the  certificate. 

113.  It  will  be  understood  that,  in  all  cases,  fees  must  be  paid  for  the  issue  or  renewal  of 
certificates  of  British  tonnage  in  accordance  with  the  printed  list  of  fees  and  expenses.  The 
fee  for  a  copy  of  a  certificate  of  British  tonnage  is  two  shillings  and  6  pence. 


APPENDIX  V. 


THE  SHIP  MEASUREMENT  ORDINANCE  OF 

GERMANY. 

311 


APPENDIX  V. 


THE  SHIP  MEASUREMENT  ORDINANCE  OF  GERMANY,  MARCH  1,  1895,  1908  EDITION, 
INCLUDING  ALL  REVISIONS  UP  TO  APRIL  12,  1908.  AUTHORIZED  BY  THE 
IMPERIAL  DEPARTMENT  OF  THE  INTERIOR.     BERLIN,  1908.1 

The  Regulations  for  the  Measurement  of  Seagoing  Ships  have  been  modified  since  1895  by 
the  following  ordinances  and  enactments:  Federal  enactment  publications  of  the  chancellor  of 
May  22,  1899,  in  the  Imperial  Legal  Gazette,  page  310.  May  7,  1906,  in  the  "Zentralblatt  Fuer 
das  Deutsche  Reich,"  page  564.  April  12,  1908,  in  the  "Zentralblatt  Fuer  das  Deutsche  Reich," 
page  156.  April  12,  1908,  in  the  Imperial  Legal  Gazette,  page  149,  and  ordinances  of  the  secre- 
tary of  state  of  the  department  of  the  interior  of  March  26,  1901,  III,  1247;  June  10,  1905,  IIIA, 
2351;  December  18,  1907,  IIIA,  7287. 


1  Translated  by  Second  Lieut.  Edward  B.  Dennis,  Coast  Artillery  Corps. 
61861°— 13 21  313 


TABLE   OF   CONTENTS. 

I.  The  ship  measurement,  ordinance  of  Mar.  1,  1895: 

Notice  regarding  the  interpretation  of  the  ordinance  for  the  measurement  of  seagoing  ships  of  Mar. 

,  1,  1895 Page  316 

Article. 

General  considerations 1-3 

II.  Complete  procedure  for  the  method  of  measurement: 

Tonnage  deck 4 

Measurement  of  space  under  the  tonnage  deck 5 

Measurement  lengths,  and  division  of  same '. 6 

Measurement  of  the  depth  and  width  of  cross  sections 7 

Calculation  of  the  surface  contents  of  the  cross  sections 7 

Calculation  of  the  cubic  contents  of  the  space  under  the  tonnage  deck 8 

Measurement  of  the  space  between  decks 10-11 

Establishment  of  the  space  occupied  by  the  superstructure 12 

Designation  of  the  spaces  which  are  included  in  the  gross  tonnage 13A 

Designations  of  the  spaces  which  are  exempted  from  the  calculation  of  the  gross  tonnage 13B 

III.  Deductions  from  gross  tonnage: 

Spaces  for  the  use  of  the  crew  and  for  navigating  and  working  the  ship 14A 

Deductions  for  engine  rooms,  etc 14B 

Measurements  of  engine  and  boiler  rooms 15 

Use  of  space  deducted  from  gross  tonnage  for  other  purposes  than  mentioned  in  article  14 16 

IV.  Abbreviated  measuring  procedure 18-19 

V.  Measurement  of  vessels  without  decks 20 

VI.  Measurement  authorities  and  preparation  of  certificates: 

Measurement  boards 21 

Bureau  of  registry 22-24 

Authorities  who  have  the  power  to  issue  measurement  certificates 24 

Identification  procedures 25 

Issue  of  measurement  certificates 26-28 

Recording  of  issued  measurement  certificates 29 

VII.  Requirements  made  of  the  builder,  owner,  and  captain  regarding  measurement: 

Notification  of  ship  for  measurement 30-33-34 

Delivery  of  drawings 31 

Assistance  of  the  owner  and  master  during  measurement ' 32 

Control  of  measurements 35 

Revocation  of  certificates .• 35A 

VIII.  Measurement  charges 36 

IX.  Concluding  instructions 37-39 

Notes Pages  324-327 

315 


I.  Ship  measurement  ordinance.     Announcement  concerning  the  interpretation  of  the  ship  meas- 
urement ordinance  of  March  1,  1895. 

As  Article  IV  of  the  regulations  of  March  1,  1895,  amends  the  ship  measurement  ordinance 
of  June  20,  1888,  the  ship  measurement  ordinance  with  these  revisions  is  published  in  the  fol- 
lowing submitted  text. 

VON    BOETTICHER, 

Acting  Imperial  Chancellor. 
Berlin,  March  1,  1895. 

GENERAL,  CONSIDERATIONS. 

Article  1.  The  following  regulations  are  applicable  to  all  ships,  vessels,  and  boats  which,  in 
the  meaning  of  the  promulgation  of  November  10,  1899  ("  Zentralblatt"  of  the  German  Empire, 
p.  380),  concerning  the  execution  of  article  25  of  the  marine  law  of  June  22,  1899,  are  intended 
exclusively  or  mainly  for  sea  voyages. 

It  is  left  to  the  discretion  of  the  government  of  a  State  to  determine  whether  and  to  what 
extent  vessels  of  less  than  50  cubic  meters  gross  tonnage,  which  are  not  provided  with  perma- 
nent crew  quarters,  may  be  excluded  from  measurements. 

Art.  2.  To  ascertain  the  capacity  of  a  ship  its  tonnage  is  established  by  measurements. 
The  measurements,  subject  to  the  limitations  hereafter  specified,  include  the  spaces  located  under 
the  uppermost  deck  of  the  ship  and  the  permanent  superstructures  on  or  above  the  uppermost 
deck. 

The  result  of  these  measurements  expressed  in  cubic  measure  is  called  the  gross  tonnage,  and 
after  deduction  of  the  spaces  more  accurately  defined  in  article  14,  the  net  tonnage  of  the  ship. 

Art.  3.  The  measurements  are  determined  by  the  complete  method  of  procedure  as  pre- 
scribed in  articles  4  to  16. 

In  exceptional  cases,  however,  the  abbreviated  method  of  articles  18  and  19  may  be  applied 
when  the  ship  is  entirely  or  partly  loaded  or  when  various  other  circumstances  prevent  its 
measurement  by  the  complete  method. 

II.   Complete  method  of  measurement. 

Art.  4.   (See  Appendix  7  to  this  report,  "Technical  Directions,"  Art.  I.) 

That  deck,,  which  is  the  upper  in  ships  having  less  than  three  decks,  and  which  is  the  second 
from  below  in  ships  having  three  or  more  decks,  is  called  the  tonnage  deck. 

The  hold  under  the  tonnage  deck  is  to  be  measured  as  a  separate  entity. 

The  spaces  situated  over  the  tonnage  deck,  which  may  be  created  by  decks  or  by  super- 
structures erected  on  or  above  the  upper  deck,  are  individually  measured. 

Art.  5,  The  measuring  of  the  cubic  contents  of  the  ship  below  the  tonnage  deck  is  made 
by  spacing  lengths,  dividing  each  one  of  these  lengths  proportionately  into  a  different  number 
of  cross  sections,  and  by  a  calculation  according  to  the  rules  given  in  articles  6,  7,  and  S. 

Art.  6.  The  lengths  are  measured  on  the  tonnage  deck  in  straight  lines,  from  the  middle 
surface  of  the  inner  planking  (middle  thickness)  next  the  stem  to  the  inner  surface  of  the  central 
stern  stay,  or  to  the  sheeting  (middle  thickness)  situated  amidships  at  the  stern. 

From  these  lengths  a  deduction  is  made,  consisting  in  the  drop  of  the  bow,  of  the  thick- 
ness of  the  deck;  in  the  drop  of  the  stern  stays,  of  the  thickness  of  the  deck;  and  in  the  drop  of 
the  stern  stays,  of  a  third  of  the  deck  curvature. 
316 


MEASUREMENT   OF    VESSELS   FOE   PANAMA   CANAL.  317 

A  length  determined  in  this  manner  is  divided  into  a  number  of  equal  parts: 

(1)  A  length  up  to  15  meters  into  4  equal  parts. 

(2)  A  length  up  to  37  meters  into  6  equal  parts. 

(3)  A  length  up  to  55  meters  into  8  equal  parts. 

(4)  A  length  up  to  69  meters  into  10  equal  parts. 

(5)  A  length  over  69  meters  into  12  equal  parts. 

Art.  7.  At  each  of  these  dividing  points  a  cross  section  of  the  space  situated  below  the 
tonnage  deck  is  measured  in  the  following  manner: 

The  depth  of  each  cross  section  is  taken  as  the  normal  distance  between  two  points  which 
he  in  a  longitudinal  plane,  one  of  which  lies  in  the  under  surface  of  the  tonnage  deck  or  its  con- 
tinuation, the  other  in  the  upper  surface  of  the  bottom  covering  or  its  continuation  next  to 
the  keelson,  deducting  a  third  of  the  deck  curvature,  in  this  cross  section  and  the  middle  thick- 
ness of  the  attached  or  permanently  located  covering. 

In  ships  with  a  double  bottom  for  water  ballast,  in  which,  according  to  the  above-estab- 
lished rules  of  the  Bureau  of  Registry,  the  room  situated  between  the  inner  and  outer  bottom 
not  being  used  for  the  storage  of  freight,  stores,  or  fuel,  the  height  of  each  cross  section  is  meas- 
ured from  the  under  surface  of  the  tonnage  deck  or  its  continuation  to  the  upper  side  of  the 
upper  plates  of  the  double  bottom,  deducting  a  third  of  the  deck  curvature  (round  of  the 
deck)  of  the  tonnage  deck  and  the  middle  thickness  of  the  covering  located  on  the  double 
bottom. 

If  the  depth  of  the  cross  section  located  at  the  central  dividing  point  amounts  to  not  more 
than  5  meters,  then  the  depth  of  each  cross  section  will  be  divided  into  four  equal  parts. 
Through  each  of  the  three  middle  dividing  points,  as  well  as  through  the  top  and  bottom  terminal 
points  of  the  depth,  the  distance  is  measured  so  that  the  internal  width  of  each  cross  section  is 
perpendicular  to  the  longitudinal  dividing  plane,  each  measurement  being  taken  to  the  inner 
continuation  of  that  part  of  the  inner  planking  which  lies  between  the  two  measuring  points. 

For  the  purpose  of  calculating  the  surface  contents  of  the  cross  sections,  the  widths  of 
each  cross  section  as  measured  are  so  numbered  that  the  upper  width  is  designated  by  1  and 
the  following  widths  by  2,  3,  4,  and  the  lowest  width  by  5.  The  resulting  sum,  which  is  obtained 
when  the  second  and  fourth  widths  are  multiplied  by  4  and  the  third  width  by  2,  and  the  prod- 
ucts are  added  to  the  first  and  fifth  widths  is  separately  multiplied  by  a  third  of  the  whole 
height  of  the  widths.     The  product  represents  the  surface  contents  of  the  cross  section. 

If  the  depth  of  the  cross  section  through  the  central  dividing  point  amounts  to  more  than 
5  meters,  then  the  depth  of  each  cross  section  is  divided  into  6  parts  instead  of  4,  so  that 
instead  of  five  widths  seven  widths  are  measured.  The  measuring  and  calculating  are  done  in 
the  same  manner;  that  is,  the  second,  fourth,  and  sixth  widths  are  multiplied  by  4,  the 
third  and  fifth  by  2,  and  to  the  sum  of  these  products  are  added  the  first  and  seventh  widths. 
This  total  is  multiplied  separately  by  a  third  of  the  whole  height  of  the  width  and  the  result 
represents  the  surface  contents  of  the  cross  section. 

Art.  8.  From  the  surface  contents  of  all  the  individual  cross  sections  determined  according 
to. the  rule  of  article  7,  the  cubic  contents  of  the  space  situated  below  the  tonnage  deck  are  calcu- 
lated in  the  following  manner : 

The  cross  sections  are  numbered  consecutively  1,  2,  3,  etc.,  in  such  a  way  that  the  cross 
section  denoted  by  1  is  plotted  through  the  starting  point  of  the  bow  length  and  the  one  denoted 
by  the  last  number  through  the  terminal  point  of  the  stern  length.  The  figure  resulting,  when 
each  even  numbered  cross  section  is  multiplied  by  4  and  each  odd  numbered  cross  section 
with  the  exception  of  the  first  and  last  by  2,  and  to  the  sum  of  these  products  are  added  the 
first  and  last  cross  section,  so  far  as  these  are  shown  to  have  a  surface  contents,  is  separately 
multiplied  by  a  third  of  the  common  height  of  the  cross  section.  The  product  gives  the  cubic 
contents  of  the  space  situated  below  the  tonnage  deck. 

Art.  9.     (Rescinded.) 


318  MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

Art.  10.  (See  Appendix  7  to  this  report,  "  Technical  directions,"  Art.  I.)  If  the  ship  has 
a  third  deck,  one  above  the  tonnage  deck,  the  cubic  contents  of  the  space  between  the  third  and 
the  tonnage  deck  (between  decks)  is  estimated  in  the  following  manner:  The  inner  length  of 
the  space  is  measured  from  the  inner  surface  of  the  covering  next  the  stem  to  the  inner  surface 
of  the  stern  covering.  Tliis  length  is  divided  into  the  same  number  of  equal  parts  as  the  length 
of  the  tonnage  deck  (art.  6).  At  each  of  these  division  points  the^  normal  distance  of  the 
lower  surface  of  the  third  deck  is  first  measured  from  the  upper  surface  of  the  tonnage  deck  or 
its  continuation,  and  the  arithmetical  mean  of  these  measurements  is  the  average  height  of 
that  space.  At  each  of  these  imaginary  division  points  and  also  at  the  terminal  points  of  the 
stem  and  stern  lengths  the  internal  widths  are  measured  according  to  article  7  at  half  height. 
In  the  case  of  compartments  whose  side  walls  are  intersected  by  the  curve  of  the  upper  deck, 
instead  of  measuring  the  widths  from  the  half  height  they  are  measured  at  a  third  of  the  height 
of  the  curvature. 

These  widths  are  successively  denoted  in  such  a  maimer  by  1,  2,  3  that  the  width  of  the 
stem  is  No.  1 .  All  designated  by  equal  numbers  are  multiplied  by  4,  and  all  widths  designated 
by  odd  numbers,  with  the  exception  of  the  first  and  last,  are  multiplied  by  2.  The  sum  of 
these  products  and  that  of  the  first  and  last  widths  are  multiplied  separately  by  a  third  of  the 
common  distance  of  the  widths  from  each  other.  The  product  gives  the  surface  area  of  the 
middle  horizontal  cross  section,  and  this  multiplied  by  the  height  of  the  space  as  defined  in 
the  second  article  gives  the  contents  of  the  measured  space. 

Art.  11.  If  the  ship  has  more  than  three  decks,  spaces  between  decks  located  over  the 
tonnage  deck  are  measured  separately  according  to  the  rule  in  article  10. 

Art.  12.  The  cubic  contents  of  the  permanent  and  closed-in  structures  on  or  above  the 
upper  deck,  which  should  be  added  to  the  gross  tonnage  of  the  ship,  are  computed  in  the  following 
manner : 

The  inner  middle  length  is  measured  and  divided  into  two  equal  parts.  The  three  inner 
widths  are  measured  at  half  the  height  of  the  space,  one  through  each  terminal  point  and  one 
through  the  middle  of  the  measured  length.  To  the  sum  of  both  the  end  widths  is  added  four 
tunes  the  middle  width,  and  the  total  is  separately  multiplied  by  a  third  of  the  common  dis- 
tance of  the  widths  from  each  other.  The  product  gives  the  surface  area  of  the  middle  hori- 
zontal cross  section,  and  this  multiplied  by  the  half  heights  of  the  space  gives  its  cubic  contents. 

Those  points  at  which  the  middle  length  and  the  rear  width  of  the  superstructure  are  to 
be  measured  and  whose  rear  wall  is  built  through  a  round  stern  are  measured  according  to  the 
more  exact  rule  of  the  Bureau  of  Registry. 

In  spaces  the  side  walls  of  which  are  rounded,  the  widths  are  not  measured  at  the  half 
height  of  the  space  but  at  a  third  of  the  rounded  height  from  below. 

In  case  of  rooms  which  are  bounded  by  quadrilaterals,  the  inner  middle  length,  width,  and 
height  are  multiplied  together.     The  product  gives  the  cubic  contents  of  the  space. 

Art.  13.  A.  The  following  spaces  are  included  in  the  gross  tonnage:  (a)  The  space  occu- 
pied by  all  covered  and  inclosed  superstructures  permanently  erected  on  or  above  the  first 
deck  which  are  inclosed  by  substantial  bulkheads  and  coverings,  suitable  for  the  storage  of 
freight  or  merchandise,  or  for  quarters  or  other  accommodation  of  the  crew  and  passengers 
(see  Appendix  7  to  this  report,  "Technical  directions,"  Art.  II);  (b)  hatches  in  excess  of  one- 
half  of  1  per  cent  of  the  gross  tonnage. 

B.  Exceptions  to  Aa  are  as  follows,  so  far  as  the  following  designated  spaces  are  located  in 
that  kind  of  a  superstructure:  (a)  All  covered  and  inclosed  spaces  winch  are  used  exclusively 
for  the  operation  of  the  auxiliary  machinery,  and  also  the  pilot  house  for  the  protection  of  the 
men  at  the  steering  wheel,  provided  these  spaces  are  not  larger  than  necessary  for  the  purpose 
specified;  (b)  each  structure  necessary  on  short  voyages  for  the  protection  of  deck  passengers 
against  storm  and  waves,  if  the  measurement  board  is  authorized  to  exempt  it  by  the  bureau  of 
registry;  (c)  the  kitchen  (galley)  and  the  place  for  the  distilling  apparatus,  provided  they  are 
not  larger  than  actually  necessary  for  the  preparing  of  meals,  at  the  same  time  affording  sufficient 
shelter  to  the  machinist  while  distilling  water  for  the  passengers  and  the  crew  (see  Appendix  7 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  319 

to  this  report,  "Technical  directions,"  Art.  Ill) ;  (d)  toilets  for  the  officers  and  crew  of  the  ship, 
provided  they  do  not  exceed  the  proper  number  and  size. 

On  ships  designed  for  the  transportation  of  passengers  a  toilet  for  every  50  persons  can  be 
omitted  from  the  calculation. 

The  number  of  toilets  excluded  from  measurement  shall  not  exceed  12  in  all. 

III. — Deduction  from  gross  tonnage. 

Art.  14.  In  determining  the  net  tonnage  the  following  deductions  are  made  from  gross 
tonnage,  but  no  spaces  are  deducted  from  the  gross  tonnage  which  were  not  first  included  in  the 
gross  tonnage: 

A.  Spaces  used  for  the  ship's  crew  and  for  the  navigation  of  the  ship — that  is: 

(1)  All  separated  spaces  above  and  below  the  upper  deck  which  are  used  exclusively  by  the 
ship's  crew,  such  as  sleeping,  bathing,  wash  and  toilet  rooms,  so  long  as  they  are  considered  by  the 
authorities  as  conforming  to  the  regulations  of  July  2,  1905.     (Imperial  Law  Bull.,  p.  563.) 

(2)  Every  room  which  is  used  exclusively  by  the  captain  of  the  ship. 

(3)  AH  rooms  which  are  used  for  the  following  purposes: 

(a)  For  handling  the  steering  wheel,  gong  signals,  and  anchor. 

(b)  Spaces  used  for  storage  of  charts,  signal  devices,  and  other  navigation  instruments  and 
provisions. 

(4)  Auxiliary  engine  and  boiler  rooms  containing  machinery  to  assist  in  operating  the  ship's 
main  pump. 

(5)  Spaces  used  for  water  ballast  only,  but  not  double  bottoms,  which  are  exempted  under 
section  7,  paragraph  3.     (See  Appendix  7  to  this  report,  "Technical  directions,"  Art.  IV.) 

(6)  In  case  of  ships  which  are  navigated  by  means  of  sails  only,  the  space  for  storage  of  sails 
is  deducted,  but  the  deduction  shall  not  exceed  2^  per  cent  of  the  gross  tonnage. 

Each  space  named  above  shall,  when  a  deduction  is  to  be  made,  be  large  enough  for  the 
purpose  for  which  it  is  intended.  It  must  be  appropriately  constructed  and  fitted  out  and  be 
marked  in  a  conspicuous  place  to  indicate  the  purpose  for  which  it  is  used. 

The  rule  given  in  article  12  should  be  followed  in  the  measurement. 

B.  In  ships  which  are  navigated  by  steam  or  other  artificial  power,  further  deduction  must 
be  made  from  the  gross  tonnage  for  the  space  occupied  by  the  propelling  machinery. 

The  amount  of  the  deduction  is  ascertained  in  the  following  manner: 

{a)  In  side-wheel  steamers,  if  the  engine  room,  containing  only  the  engine  and  boilers  and 
such  space  as  is  necessary  for  efficient  handling  of  the  same,  occupies  more  than  20  per  cent  and 
less  than  30  per  cent  of  the  gross  tonnage,  37  per  cent  shall  be  deducted  from  the  gross  tonnage. 

In  screw-propeller  steamers,  if  the  engine-room  space  is  more  than  13  per  cent  and  less  than 
20  per  cent  of  the  gross  tonnage,  32  per  cent  shall  be  deducted  from  the  gross  tonnage. 

(b)  If  the  size  of  the  engine  room  is  not  within  the  proportions  laid  down  in  section  (a),  the 
deduction  in  case  of  side-wheel  steamers  may  be  made  by  adding  50  per  cent  and  in  propelling 
steamers  75  per  cent  to  the  engine  room. 

In  making  the  choice  indicated  in  section  (&),  the  following  rules  shall  be  observed: 

If  the  size  of  the  engine  room  in  side-wheel  steamers  does  not  exceed  20  per  cent  and  in 
screw-propeller  steamers  13  per  cent  of  the  gross  tonnage,  the  measurement  boards  shall  make 
the  deduction  according  to  the  rules  in  section  (6),  provided  they  are  not  required  by  the  bureau 
of  registry  to  act  according  to  the  rule  in  section  (a). 

If  the  size  of  the  engine  room  of  side-wheel  steamers  is  30  per  cent  or  more  and  hi  screw- 
propelling  steamers  20  per  cent  or  more  of  the  gross  tonnage,  the  owner  is  at  liberty  to  choose 
either  of  the  two  rules  in  making  the  deduction.  If  he  does  not  avail  hinself  of  this  privilege, 
then  the  measurement  boards  must  proceed  as  described  in  the  foregoing  paragraph. 

Art.  15.  The  measuring  of  the  spaces  actually  occupied  by  the  engine  and  boilers  and  those 
which  are  necessary  for  efficient  operation  and  proper  service  is  to  be  carried  out  as  follows: 

1.  The  middle  depth  of  the  space  is  measured  from  the  under  surface  of  the  deck  over  the 
engine  to  the  upper  surface  of  the  flooring  or  its  continuance  next  to  the  keelson  or  to  the  upper 


320  MEASUREMENT  OF  VESSELS  FOB  PANAMA  CANAL. 

surface  of  the  inner  double  bottom.  At  half  height  of  the  space  at  least  three  widths  are  measured. 
The  arithmetical  mean  is  taken  of  the  widths  measured.  Then  the  middle  length  of  the  space  is 
measured  between  tire  fore  and  aft,  limiting  bulkheads  or  other  limiting  objects.  However, 
it  is  to  be  noted  that  such  portions  of  the  space  as  are  not  actually  occupied  by  the  engine  and 
boilers,  or  are  not  necessary  for  the  efficient  running  and  proper  service  of  the  same,  are  not 
included  in  the  measurement.  The  principal  measurements  of  the  engine  room  thus  deter- 
mined are  multiplied  together.  The  product  represents  the  cubic  contents  of  the  engine  room 
under  the  deck  lying  immediately  above.  Next  the  cubic  contents  of  the  spaces  above  this  deck, 
which  are  intended  for  lighting  and  ventilating  the  engine  room,  are  measured  in  such  a  manner 
that  the  product  for  each  is  obtained  from  its  middle  length,  breadth,  and  depth.  The  total 
contents  of  these  spaces  is  then  added  to  the  contents  of  the  engine  room. 

2.  In  case  the  engine  and  boilers  are  contained  in  separate  bulkhead  compartments,  the 
cubic  contents  of  each  compartment  will  be  obtained  according  to  the  foregoing  rules.  The 
sum  of  their  cubic  contents  is  taken  as  the  cubic  contents  of  the  engine  room. 

3.  In  screw-propelling  steamers  the  space  occupied  by  the  shaft  is  considered  as  part  of  the 
engine  room.  To  determine  the  cubic  contents  of  the  tunnel  the  product  of  its  average  length, 
breadth,  and  thickness  is  taken.  If  the  tunnel  consists  of  more  than  one  compartment  each  is 
separately  measured.     (See  Appendix  7  to  this  report,  "Technical  directions,"  Art.  V.) 

4.  The  spaces  situated  above  the  upper  deck,  which  are  intended  exclusively  for  the  engines 
or  for  light  or  air,  may  be  added  to  the  engine  and  boiler  rooms  and  to  the  gross  tonnage  of  the 
ship,  only  if  each  space  is  of  suitable  size,  is  so  constructed  as  to  be  safe  and  seaworthy  and 
can  not  be  used  for  any  other  purpose  than  for  the  machinery  or  for  the  admittance  of  light  and 
air  to  the  engine  and  boilers.     (See  Appendix  7  to  this  report,  "Technical  directions,"  Art.  VI.) 

Art.  16.  If  the  spaces  of  a  ship  in  conformity  to  article  14  are  deducted  from  the  gross 
tonnage  and  later  used  for  other  purposes  than  described  in  article  14,  they  shall  be  added  to 
the  net  tonnage.  The  measuring  boards  will  decide  whether  or  not  in  such  case  a  new  measure- 
ment is  necessary. 

Art.  17.  (Rescinded.) 

IV. — Abbreviated  measurement  method. 

Art.  18.  The  length  is  measured  on  the  upper  deck  from  the  inner  surface  of  the  inner 
planking  next  to  the  stem,  to  the  rear  edge  of  the  back  stay,  and  in  ships  with  a  patent  rudder 
to  the  center  of  the  rudder. 

The  greatest  width  of  the  ship  is  measured  between  the  outer  surfaces  of  the  outer  covering 
or  between  the  main  beams.  The  height  of  the  upper  deck  is  marked  externally  on  both  sides 
at  the  greatest  width;  and,  by  means  of  a  chain  drawn  tight  around  the  ship  at  right  angles  to 
and  under  the  keel,  the  length  of  the  line  passing  under  the  keel  which  connects  one  of  the 
designated  points  with  the  opposite  point  is  measured. 

To  half  of  this  external  circumference  is  added  half  of  the  greatest  width.  The  resulting 
sum  is  multiplied  by  itself,  and  by  the  length  of  the  ship  ascertained  according  to  paragraph  1 ; 
and  the  product  is  once  more  multiplied  by  0.18,  if  the  ship  is  principally  constructed  of  iron, 
and  by  0.17,  if  chiefly  built  of  wood.  The  result  represents  the  contents  of  the  ship's  space, 
which  is  located  under  the  upper  deck,  in  cubic  meters. 

Art.  19.  The  measuring  of  covered  and  inclosed  spaces  in  the  permanent  ship  structure  on 
or  above  the  upper  deck  follows  the  rule  of  article  12,  and  the  deductions  from  the  gross  tonnage 
are  made  according  to  the  rules  laid  down  in  articles  14  and  15. 

V. —  Measuring  of  vessels  without  decks. 

Art.  20.  In  calculating  the  gross  tonnage  of  vessels  without  decks,  a  horizontal  surface 
passing  through  the  upper  edge  of  the  permanent  strake  is  regarded  as  the  lower  surface  of  the 
tonnage  deck.  The  depths  are  measured  from  the  crosslines,  which  are  drawn  from  upper  edge 
to  upper  edge  of  the  highest  strakes  through  the  dividing  points  of  the  length. 

The  rules  of  Sections  II  and  III  are  applied  in  all  other  instances. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  321 

VI. —  Measuring  authorities  and  the  preparation  of  measurement  certificates. 

Art.  21.  The  measuring  is  conducted  by  measurement  boards  appointed  by  the  State 
governments.     A  marine  engineer  must  be  appointed  as  one  of  the  members  of  each  board. 

Art.  22.  The  supervision  over  the  measuring  of  ships,  including  the  revision  of  the  meas- 
urements, is  performed  by  the  Bureau  of  Registry,  which  has  its  headquarters  at  Berlin.  The 
bureau  is  subordinate  to  the  imperial  chancellor. 

Art.  23.  The  Bureau  of  Registry  is  authorized  to  provide  the  measurement  boards  with 
technical  instructions  for  the  administration  of  the  measurement  ordinance,  to  inspect  the 
drawings  and  calculations  of  the  boards,  to  discover  any  defects,  to  determine  the  manner  in 
which  the  measurements  shall  be  made  in  the  case  of  ships  to  which,  because  of  their  construc- 
tion, some  of  the  present  rules  of  the  ordinance  are  not  applicable,  and  to  instruct  the  boards 
in  the  taking  of  new  measurements  according  to  articles  16  and  35. 

The  members  of  the  bureau  are  permitted  to  be  present  at  the  taking  of  the  measurements. 

All  measurement  forms  with  technical  notations  must  be  forwarded  by  the  measurement 
boards  to  the  Bureau  of  Registry. 

Art.  24.  The  preparation  of  the  measurement  certificates  is  executed  solely  by  the  meas- 
urement boards  from  then-  own  measurements  in  case  of  the  following  vessels : 

(a)  Those  German  ships  which  are  not  registered  according  to  the  law  regarding  the  national- 
ity of  merchantmen  enacted  June  22,  1899.     (Imperial  Legal  Bull.,  p.  319. )' 

(b)  Those  foreign  ships  which  were  remeasured  after  the  .determination  of  the  net  tonnage. 

(c)  Those  ships  measured  according  to  the  abbreviated  method. 

When  an  objection  arises  egarding  the  measurement  certificate,  the  Bureau  of  Registry  is 
authorized  to  order  the  issue  of  a  new  one. 

The  measurements  and  calculations  taken  by  the  measurement  boards  for  the  following 
ships  measured  according  to  the  complete  rules,  are  checked  up  by  the  Bureau  of  Registry: 

(a)  Vessels  which  are  registered  according  to  the  law  of  the  nationality  of  merchantmen, 
enacted  June  22,  1899.     (Imperial  Legal  Bull.,  p.  319.) 

(b)  Vessels  registered  under  foreign  flags,  in  so  far  as  their  measurement  does  not  require 
a  remeasuring.     (Sec.  lb.) 

The  execution  of  the  certificate  for  these  ships  is  accomplished  through  boards  appointed 
by  the  State  governments,  according  to  the  regulations  of  the  Bureau  of  Registry. 

These  officials  are  required  to  report  the  certificates  which  they  issue  to  German  ships  to 
the  respective  measurement  boards,  and  also  the  tests  and  adjustments  made  to  verify  the 
instruments  used  by  them  in  taking  the  measurements. 

At  the  request  of  any  of  the  German  States,  the  Imperial  Chancellor  may  transfer  to  the 
Bureau  of  Registry  the  duty  of  the  State  under  sections  4  and  5  as  to  the  measurement  of  vessels. 

Art.  25.  In  order  to  establish  the  identity  of  the  ship,  the  measurement  boards  will  take 
the  following  principal  measurements  before  issuing  the  certificate: 

1.  In  case  of  ships  with  decks: 

(a)  The  length  from  the  rear  surface  of  the  stem  to  the  rear  surface  of  the  stern  stay,  in 
case  of  ships  equipped  with  patent  rudders  to  the  center  of  the  rudder,  measuring  along  the 
upper  permanent  deck. 

(6)  The  greatest  width  of  the  ship  between  the  external  surfaces  of  the  outer  sheathing, 
or  between  those  of  the  main  beams. 

(c)  The  depth  between  the  lower  surface  of  the  highest  permanent  deck  and  the  upper 
surface  of  the  flooring  near  the  keelson,  or  the  upper  surface  of  the  inner  iron  bottom  (if  there 
is  a  double  bottom)  at  the  middle  of  the  length  found  in  la. 

(d)  On  steamers,  the  greatest  length  of  the  engine  room,  including  the  compartments  for 
the  storage  of  fuel,  extending  from  side  to  side  and  between  the  bulkheads. 

If  the  measurements  have  been  found  by  the  abbreviated  method,  the  external  circum- 
ference determined  according  to  article  18  is  substituted  for  the  depth  described  under  lc. 

1  Note  4,  p.  327. 


322  MEASUREMENT   OF   VESSELS  EOR  PANAMA  CANAL. 

2.  In  case  of  vessels  without  decks: 

(a)  The  length  from  the  rear  surface  of  the  stem  to  the  rear  surface  of  the  stern  stay,  at 
the  height  of  the  upper  edge  of  the  uppermost  strake. 

(b)  The  width  between  the  external  surface  of  the  sheathing  at  the  middle  point  of  the 
length  found  in  A2. 

(c)  The  depth  from  the  point  given  in  the  second  paragraph  of  article  20  to  the  upper 
surface  of  the  flooring  in  the  middle  of  the  length  found  in  2a. 

Art.  26.  Before  beginning  each  set  of  measurements  the  measurement  boards  must 
determine  whether  or  not  the  ship  in  its  present  condition  has  already  been  measured  by  a 
German  measurement  board,  according  to  the  complete  method  described  in  articles  4  to  17. 
If  such  is  the  case,  the  application  for  measurement  is  refused. 

Before  issuing  the  certificate  the  board  must  satisfy  itself — 

1.  In  case  the  measuring  of  the  ship  has  become  necessary  through  reconstruction,  that  the 
structure  is  finished  and  that  all  superstructures  on  the  upper  deck  and  all  internal  arrange- 
ments are  completed. 

2.  In  case  the  ship  is  provided  with  an  old  German  certificate,  that  it  be  returned  (article 
29)  or  its  loss  be  credibly  established. 

Art.  27.  A  certificate  is  issued  for  each  measurement.  On  this  certificate,  next  to  the 
figures  indicating  in  cubic  meters  the  gross  and  net  tonnage,  is  shown  the  corresponding  number 
of  British  registered  tons. 

For  the  conversion  of  cubic  meters  into  British  registered  tons,  one  cubic  meter  is  taken 
as  the  equivalent  of  0.353  British  registered  tons. 

If  the  measuring  was  performed  by  the  abbreviated  method,  the  reason  for  not  using  the 
complete  method  must  be  stated  in  the  certificate. 

When  the  reason  for  using  the  abbreviated  method  no  longer  exists,  a  new  measurement 
according  to  the  complete  method  must  be  made  as  soon  as  the  ship  arrives  at  a  German  port, 

Art.  28.  In  case  the  measuring  takes  place  because  of  structural  changes,  and  a  certificate 
is  subsequently  issued,  the  dimensions  of  those  parts  which  were  not  changed  by  the  recon- 
struction are  transferred  to  the  new  certificate  without  being  remeasured. 

This  likewise  apphes  in  article  27,  paragraph  3,  in  case  of  the  new  measurements  of  any 
spaces  which  are  already  measured  according  to  article  19. 

Art.  29.  The  boards  intrusted  with  the  preparation  of  certificates  (art.  24)  must  keep  a 
record,  in  which  a  copy  of  each  completed  certificate  is  entered  according  to  the  date  of  issue. 
They  must  preserve  all  the  data  and  calculations,  and  all  returned  certificates.     (Art.  26,  No.  2.) 

VII. — Duties  of  the  builder,  owner,  and  master  of  a  ship  relative  to  measurement. 

Art.  30.  The  space  under  the  tonnage  deck  of  a  ship  in  the  course  of  construction  is 
measured  as  soon  as  the  deck  is  laid.  The  builders  are  required  to  send  a  written  notice  of  this 
occurrence  to  the  proper  board  within  a  reasonable  time. 

Art.  31.  In  case  of  ships  which  are  built  for  German  registry,  including  those  ordered  in 
foreign  countries,  two  copies  of  each  of  the  following  designated  drawings,  which  must  corre- 
spond to  the  condition  of  the  ship  at  the  time  the  drawing  was  made,  must  be  submitted  to  the 
board  by  the  owner  at  least  four  weeks  before  the  measurement : 

1 .  A  drawing  of  the  cross  section  on  which  is  shown  the  construction  of  the  double  bottom, 
if  there  is  one,  and  the  strength  of  the  material. 

2.  A  view  of  the  longitudinal  section,  on  which  are  shown  the  dimensions  of  the  double 
bottom  (if  there  be  one),  the  position  of  the  watertight  bulkheads,  the  compartments  for  water 
ballast,  the  superstructure,  hatchways,  and  other  arrangements. 

3.  Deck  plans,  on  which  arc  shown  the  arrangement  and  use  of  the  different  compartments. 

4.  Drawings  showing  the  arrangement  of  the  engine,  boiler,  and  fuel  compartments. 

The  drawings  must  contain  the  prescribed  specifications  in  such  degree  of  finish  as  in  the 
opinion  of  the  Bureau  of  Registry  is  required  for  the  revision  of  the  measurements,  and  they 
must  be  made  to  the  scale  generally  used  for  marine  drawings. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  323 

If  changes  are  later  made,  the  revised  plans  must  be  delivered  as  soon  as  possible. 

Art.  32.  During  the  measurement  operations  the  owner  and  the  master  of  a  ship,  either 
personally  or  through  their  representatives,  are  required  to  give  any  aid  or  information  to  the 
board  which  is  necessary  in  order  to  take  the  measurements. 

Likewise  they  must  comply  with  any  contingent  request  to  clear  the  ship  for  the  purpose 
of  measuring  which  the  board  may  make  of  them. 

The  cargo  or  ballast  can  not  be  loaded  before  the  termination  of  the  measuring  without  the 
consent  of  the  board. 

Art.  33.  If  changes  in  space  occur  by  reason  of  a  reconstruction  which  is  not  considered 
in  the  preparation  of  the  certificate,  then  whoever  causes  the  reconstruction  is  required  to  give 
a  written  notification  of  it  to  the  proper  board,  or  if  the  reconstruction  is  accomplished  in  a 
foreign  land  the  master  of  the  ship  is  required  to  give  tnis  notification  to  the  board  at  the  first 
domestic  port  at  which  he  touches.  The  board  decides  whether  or  not  new  measurements  are 
to  be  taken  of  the  reconstruction. 

The  owner  or  the  master  of  the  ship  is  required  to  give  a  similar  notice  as  soon  as  the  cause 
which  has  determined  the  measurement  by  the  abbreviated  method  no  longer  exists. 

Art.  34.  The  duties  mentioned  in  articles  32  and  33  apply  also  to  all  changes  in  the  use  of 
those  compartments  which  have  been  deducted  from  the  gross  tonnage  under  article  14. 

Art.  35.  In  order  to  retain  control  of  the  measuring  operation,  the  measurement  boards 
are  authorized  to  measure  a  ship  without  being  requested. 

In  such  case  the  rules  of  article  32  respecting  the  duties  of  the  owner  and  of  the  master  are 
also  applicable. 

Charges  for  such  a  measurement  are  made  only  when  it  is  found  that  notice  regarding 
changes  in  the  vessel's  construction  or  in  the  use  of  the  compartments,  deducted  according  to 
article  14,  has  not  been  given. 

Art.  35a.  If  it  is  shown  that  the  specifications  of  the  certificate  no  longer  apply  to  the 
conditions  in  articles  33,  34,  and  35,  the  certificate  must  be  surrendered  to  the  measurement 
board. 

If  the  owner  or  master  neglects  to  do  this,  the  certificate  is  revoked  on  recommendation  of 
the  board. 

VIII. —  Measurement  fees. 

Art.  36.  The  fees  for  measurement  and  for  the  execution  of  the  certificate,  including  the 
cost  of  the  stamp,  amount  to — 

1.  If  the  measuring  was  carried  out  according  to  the  complete  method,  5  pfennigs  for  each 
original  cubic  meter  of  the  gross  tonnage,  but  at  least  2  marks. 

2.  If  the  measurements  were  taken  according  to  the  abbreviated  method  or  were  taken  for 
vessels  without  decks,  one-half  the  amount  required  under  No.  1. 

3.  If  the  measurements  relate  to  individual  spaces  only,  5  pfennigs  for  each  original  cubic 
meter  of  the  measured  space,  but  at  least  2  marks. 

4.  If  the  builders,  owner,  or  master  of  the  ship  fail  to  perform  the  duties  required  of  them 
by  articles  30  to  34  or  do  not  give  notice  at  the  proper  time,  doublo  the  fee  fixed  under  No.  1. 

If  through  neglect  the  owner  fails  to  give  notice  of  the  alterations  mentioned  in  articles  33 
and  34,  a  measuring  subsequently  requested  by  him  is  noted  as  being  too  late  to  perform. 

5.  If  under  the  conditions  mentioned  in  article  35,  paragraph  2,  no  request  for  a  subsequent 
measurement  has  been  made,  ten  times  the  amount  which  is  required  in  paragraph  l.1 

1  For  the  repeated  issue  of  the  certificate  according  to  formula  A  without  previous  measurements  the  fee  for  vessels  up  to  200  cubic  meters  gross 
tonnage  amounts  to  4  marks,  and  for  larger  vessels  5  marks.  When  according  to  formulas  B  and  C,  1  mark.  Decision  of  July  19, 1890,  and  of  Sept 
21,  1900.    "Zentralblatt"  for  the  German  Empire,  pp.  281  to  523. 


324  MEASUREMENT   OF   VESSELS   FOK   PANAMA  CANAL. 

IX. — Concluding  instructions. 

Art.  37.  The  necessary  regulations  for  the  enforcement  of  these  ordinances  are  published 
by  the  Imperial  Chancellor  with  the  advice  of  the  marine  and  commercial  committees  of  the 
Imperial  Council. 

Art.  38.  The  alterations  of  the  ordinance  of  June  20,  1888  (Imperial  Legal  Bull.,  p.  190), 
contained  in  tbis  enactment  take  effect  on  July  1,  1895.  However,  the  measuring  can  be  done 
according  to  the  revised  ordinances  after  April  1,  1S95. 

Art.  39.  The  certificates  issued  before  January  1,  1889,  become  void  on  January  1,  1900. 

Those  issued  from  January  1,  1889,  to  July  1,  1895,  still  retain  then*  validity. 

The  certificates  issued  from  July  1,  1895,  to  January  1,  1900,  conforming  with  article  17, 
paragraph  1,  of  the  ordinance  of  June  20,  1888,  regarding  the  custom  in  foreign  ports  of  deduct- 
ing the  cubic  contents  of  the  engine  and  fuel  compartments  according  to  British  rules  are  held 
to  be  valid  in  German  ports. 

Notes. 

1. 

The  maritime  statutes  of  June  22,  1899,  and  of  May  29,  1901,  concerning  the  nationality  of 
merchant  vessels,  apply  to : 

(1)  Ships  (merchantmen)  which  make  ocean  trips  for  commercial  purposes,  including  pilot 
boats,  deep-sea  fishermen,  salvage  boats,  and  tugs.     (Art.  1,  statute  of  June  22,  1899.) 

(2)  Seagoing  pleasure  yachts,  vessels  (training  ships)  used  exclusively  for  the  training  of 
seamen;  also  to  such  native-built  boats  as  are  constructed  for  foreign  States  or  their  citizens. 
If,  however,  such  boats  make  use  of  the  right  to  carry  the  imperial  flag,  they  must  conform  to 
the  authorized  rules  for  merchantmen. 

By  imperial  enactment  given  with  the  consent  of  the  Imperial  Diet  the  statute  of  June  22, 
1899,  may  extend  to  other  vessels  not  commercially  engaged  in  ocean  voyages.  It  also  applies 
to  lake  boats  which  trade  exclusively  in  foreign  waters.  (Arts.  26  and  26a  of  the  statute  of 
May  29,  1901.) 

2. 

A  "sea  voyage"  in  the  sense  of  article  1  of  the  statute  of  June  22,  1899,  is  considered  to  be 
a  voyage  in  the  following  established  districts: 

(The  determination  of  the  boundaries  for  the  protective  district  of  all  voyages  is  left  to  the 
chancellor  or  to  officers  authorized  by  him.     Seventeen  districts  are  at  present  defined.) 

3. 

Regulation  of  July  2,  1905,  concerning  the  sleeping,  wash,  bath,  and  toilet  rooms  for  the 
crews  on  merchant  ships.  According  to  article  56,  paragraph  2,  of  the  Marine  Ordinance  of 
June  2,  1902  (Imperial  Legal  Bull.,  p.  175),  the  imperial  council  has  enacted  the  following  rules 
concerning  the  size  and  arrangement  of  the  sleeping  rooms  and  the  arrangement  of  the  wash, 
bath,  and  toilet  rooms  for  the  crew. 

SIZE    AND    ARRANGEMENT    OF    THE    SLEEPING    ROOM    FOR    THE    CREW. 

Art.  1.  For  merchant  ships  of  more  than  400  cubic  meters  gross  tonnage,  with  the  exclu- 
sion of  deep-sea  fishing  vessels,  the  following  rides  govern : 

1.  The  size  of  the  sleeping  rooms  must  be  so  apportioned  that  for  each  person  accommodated 
therein  there  will  be  an  ah  space  of  at  least  3.5  cubic  meters.  In  the  rooms  which  lie  on  the 
upper  deck  or  have  good  ventilation  an  ah  space  of  at  least  3  cubic  meters  is  required  for  each 
sador.  By  "ah  space"  is  meant  the  cubic  contents  after  the  deduction  of  the  structural  parts 
of  the  ship  which  are  contained  in  the  sleeping  room. 

There  must  be  at  least  1.5  square  meters  floor  space  in  each  sleeping  room  for  every  person 
quartered  therein.     This  floor  space  can  be  decreased  to  1.25  square  meters  if  a  special  eating 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  325 

place  is  furnished  for  the  occupants  of  these  rooms.  In  figuring  the  surface  it  is  only  necessary 
to  measure  to  the  inner  edge  of  the  frame.  In  sleeping  rooms  sloping  outward  at  the  top  the 
estimate  is  based  on  the  middle  horizontal  section  of  the  room. 

2.  The  average  clear  height  of  the  cabin  must  be  at  least  2  meters,  and  in  ships  of  not  more 
than  2,000  cubic  meters  gross  tonnage  at  least  1.8  meters. 

3.  The  cabin  must  be  effectively  protected  against  dampness,  foul  odors,  the  heat  of  neigh- 
boring rooms,  and  other  offensive  agents. 

4.  Entrances  leadiug  to  the  freight  hold  must  not  lead  through  the  sleeping  rooms.  Pro- 
vision rooms,  with  the  exception  of  the  cable  hole,  must  not  be  entered  through  the  sleeping 
rooms  during  tbe  night  except  in  case  of  necessity. 

5.  A  sufficient  amount  of  daylight  must  enter  each  sleeping  room.  In  cloudy  weather  and 
at  night  it  must  be  sufficiently  illuminated  by  artificial  means. 

6.  The  middle  of  the  sleeping  rooms  must  be  completely  free  of  shafts,  tunnels,  ventilating 
pipes  and  other  conduits. 

7.  The  floor  of  the  sleeping  rooms  must  be  finished  in  wood  or  be  furnished  with  a  thick 
covering  which  can  be  easily  cleansed,  and  which  is  a  nonconductor  of  heat.  The  walls  and  decks 
of  the  sleeping  rooms  must  be  coated  with  a  bright  oil  paint;  iron  ceilings  must  be  covered  with 
a  protective  coating  for  the  prevention  of  condensation. 

8.  One  bunk  for  his  individual  use  is  allowed  each  sailor.  Double  bunks  without  partition 
walls  are  not  permitted.  The  length  of  a  bunk  can  not  be  less  than  1.83  meters,  the  width  not 
less  than  0.6  meters. 

The  distance  between  the  floor  and  the  lower  bunk  must  be  at  ieast  25  centimeters.  It 
can  be  reduced  to  15  centimeters  when  three  bunks  lie  over  each  other,  are  made  of  iron,  and 
can  easily  be  removed.  The  distance  between  each  two  bunks  located  above  each  other  and 
the  distance  between  the  bottom  of  the  upper  bunk  and  the  ceding  of  the  sleeping  room  must 
amount  to  at  least  75  centimeters.  More  than  three  bunks  located  over  each  other  are  not 
permitted. 

The  bedding  must  frequently  be  thoroughly  aired  and  cleaned,  and  disinfected  when 
necessary. 

9.  Besides  the  natural  ventdation  through  the  windows  and  doors,  devices  must  be  pro- 
vided in  each  sleeping  room,  by  winch  a  sufficient  renewal  and  circulation  of  the  air  is  made 
possible.  If  fans  are  provided  their  lower  end  may  not  be  so  placed  that  a  cold  current. of  air 
shall  strike  directly  upon  the  berths. 

10.  In  cold  weather  care  must  be  taken  to  heat  the  sleeping  rooms  sufficiently.  Iron 
stoves  should  be  surrounded  with  iron  castings  which  must  be  at  least  5  centimeters  from  the 
stove,  and  provided  at  the  base  with  several  large  openings. 

The  stoves  may  not  be  furnished  with  movable  lids  or  the  chimneys  nor  the  stovepipes  be 
equipped  with  dampers. 

11.  The  furnishings  of  the  quarters  with  tables,  benches,  cupboards  and  simflar  furniture 
must  correspond  to  reasonable  requirements.  Each  cabin  must  be  provided  with  tables  and  have 
sufficient  seating  capacity  for  at  least  half  the  persons  quartered  there,  unless  there  is  existing, 
and  accessible  to  the  sleeping  rooms,  a  special  eating  room  or  other  place  which  can  be  occupied 
at  meal  times.     At  least  one  cuspidor  must  be  placed  in  each  cabin  and  be  dady  cleaned. 

12.  Over  the  door  of  each  stateroom  must  plainly  appear  the  permissible  number  of 
occupants. 

13.  The  staterooms  must  be  kept  clean. 

Art.  2.  On  merchant  ships  if  not  more  than  400  cubic  meters  gross  tonnage,  and  likewise 
on  all  deep  sea-fishing  vessels,  the  quarters  for  the  crew,  as  required  in  article  55,  paragraph  1,  of 
the  marine  ordinance  (see  the  conclusion  of  No.  3)  should  be  as  well  taken  care  of  as  possible. 


326  MEASUREMmX   OF   VESSELS  EQE  PANAMA  CANAL. 

ARRANGEMENT    OF   THE    WASH    AND    BATH    ROOMS    FOR   THE    CREW. 

Art.  3.  On  all  merchant  ships  every  facility  must  be  furnished  the  crew  for  washing  clothes 
and  for  personal  cleanliness. 

Art.  4.  On  all  steamships,  on  which  the  crew  numbers  more  than  20,  there  must  be  at 
least  one  bright,  clean  wash  room,  furnished  with  bathing  facilities  at  least  sufficient  for  every 
second  man  of  one  watch,  provided  there  are  no  special  accommodations  for  individual  members 
of  the  crew.  The  wash  rooms  must  have  heating  facilities.  However,  this  rule  can  be  waived 
on  freight  boats  which  are  not  furnished  with  steam  heat. 

The  washing  facilities  can  be  situated  in  the  toilet  rooms,  provided  arrangements  for  the 
preservation  of  property  and  for  the  cleansing  of  the  bowls  are  made. 

Art.  5.  There  must  be  a  special  wash  room  for  the  engine-room  force  if  tbey  number  over 
10  persons,  and  must  be  so  located  that  it  can  be  reacbed  on  the  way  from  the  stokehold  and  coal 
bins  before  the  quarters  are  entered.  These  wash  rooms  must  be  so  large  that  at  least  one- 
sixth  of  the  engine-room  force  can  wash  there  at  one  time.  They  must  be  furnished  with  suffi- 
cient plumbing  and  shower  baths  (one  for  every  four  persons  who  wash  at  the  same  time)  and  with 
a  sufficient  number  of  washbasins. 

Furthermore,  an  arrangement  for  the  drawing  of  warm  water  must  be  provided  in  these 
wash  rooms. 

Art.  6.  On  all  steamers  which  have  warm  shower  baths  for  passengers,  such  comforts  also 
must  be  provided  for  the  crew;  at  the  same  time  precaution  must  be  taken  to  prevent  the  bather 
from  being  scalded. 

Art.  7.  On  steamers  bound  on  a  more  or  less  extended  voyage  fresh  water  for  bathing  must 
be  provided  for  the  use  of  the  crew  at  least  twice  each  week.  Deep  sea-fishing  vessels  bound  on 
voyages  in  northern  European  waters  are  exempted  from  this  rule. 

Art.  8.  The  wash  and  bath  rooms  must  be  cleaned  daily. 

ARRANGEMENT  OF  TOILET  ROOMS  FOR  THE  CREW. 

Art.  9.  On  merchant  ships,  with  the  exception  of  sailing  ships,  of  not  more  than  400  cubic 
meters  gross  tonnage,  the  toilet  conveniences  must  be  located  in  separate  rooms;  the  urinals 
may  be  placed  in  the  toilet  rooms.     On  ocean  lighters  a  well-built  toilet  closet  will  suffice. 

If  the  number  of  deck  hands  exceeds  10,  a  special  toilet  room  is  provided. 

Art.  10.  The  toilet  rooms  must  be  at  such  an  elevation  that  the  seats  are  above  water. 
They  must  be  separated  from  the  adjoining  sleeping  rooms  by  one  or  more  rooms  or  at  least  by 
an  odor-proof  bulkhead  without  doors. 

They  must  be  provided  with  an  effective  ventilating  system  and  with  sufficient  light.  Ceil- 
ings and  walls  must  be  painted  with  a  coat  of  bright  oil  paint.  The  floor  must  be  so  constructed 
that  it  is  impervious  to  air  and  water. 

Art.  11.  The  toilet  must  be  furnished  with  such  a  number  of  50  centimeter  wide  seats 
that  for  a  crew  of  not  more  than  100  there  will  be  at  least  1  seat  for  every  25,  and  for  a  crew 
of  from  1  to  200  an  additional  seat  for  each  33  men.  And  for  a  crew  of  more  than  200  at  least 
1  seat  for  every  50  additional  men. 

The  seats  can  be  dispensed  with  in  the  case  of  non-European  crews  who  are  not  accustomed 
to  their  use. 

Art.  12.  On  sailing  ships  of  not  more  than  400  cubic  meters  gross  tonnage,  there  must  be 
one  removable  seat. 

Art.  13.  The  toilets  and  urinals  must  be  cleaned  daily. 

GENERAL    REGULATIONS. 

Art.  14.  The  rules  contained  in  articles  numbered  1,  2,  4,  5,  sentence  1,  and  those  regarding 
the  use  of  bunks  and  the  measure  of  the  dimensions  according  to  the  calculation  of  article  1, 
No.  8,  and  the  rules  contained  in  articles  4  to  6,  article  9,  paragraph  2,  article  10,  paragraph  1, 


MEASUREMENT   OF   VESSELS  FOR  PANAMA  CANAL.  327 

and  article  11,  paragraph  1,  hold  good  only  for  ships  which  were  commissioned  after  October 
1,  1905. 

Art.  15.  The  owner  is  responsible  for  the  prescribed  construction  of  the  rooms  and  arrange- 
ments provided  for  in  these  stipulations,  and  the  master  for  their  prescribed  management 
and  use. 

Art.  16.  The  plans,  arrangement,  and  repair  of  the  sleeping,  wash,  and  bath  rooms  and  of 
the  toilets  for  the  crew  are  subject,  while  in  German  ports,  to  regular  inspection  by  the  boards 
appointed  by  the  State  government. 

Art.  17.  The  Imperial  Chancellor  is  empowered,  acting  in  concert  with  the  State  govern- 
ment, to  permit  exceptions  to  the  foregoing  rides. 

Art.  IS.  These  rules  take  effect  on  January  1,  1906.  Article  55,  section  1,  of  the  seamen's 
ordinance  of  June  2,  1902,  reads  as  follows: 

From  the  time  their  service  starts  until  they  are  discharged,  the  crew  can  claim  one  well-kept  and  ventilated 
sleeping  room  intended  for  them  and  their  use  only,  provided  the  termination  of  their  term  of  service  does  not  delay 
the  journey.     The  room  corresponds  to  the  size  of  the  crew  and  of  the  boat. 


Ships  of  not  more  than  50  cubic  meters  gross  tonnage,  though  not  registered  and  without 
a  certificate,  still  have  the  right  to  fly  the  imperial  flag.  (Art.  16  of  the  statute,  concerning  the 
nationality  of  merchant  ships  of  June  22,  1899.) 


A  ship's  register  must  be  kept  by  the  delegated  authorities  for  the  merchant  ships  author- 
ized to  carry  the  flag  of  the  Empire,  whether  they  are  at  sea  or  in  port. 

The  ship's  registers  are  kept  by  the  district  courts.  By  order  of  the  judicial  administration 
of  the  State,  the  ship's  registers  for  several  judicial  districts  may  be  kept  by  one  district  court. 
(Art.  4  of  the  statute,  concerning  the  nationality  of  merchant  ships  of  June  22,  1899.) 


APPENDIX  VI. 


SHIP   MEASUREMENT   INSTRUCTIONS    ISSUED    BY   THE 
GERMAN   GOVERNMENT  MARCH   26,  1895. 

61861°— 13 22  329 


APPENDIX  VI. 


SHIP    MEASUREMENT    INSTRUCTIONS    ISSUED    BY    THE     GERMAN    GOVERNMENT 

MARCH   26,   1895.1 


TABLE  OF  CONTENTS. 

Article. 

I.  Measurement  instruments 1 

Testing  and  stamping  of  instruments 2 

Standard  measures 3 

Authorized  deviations  in  measurement  instruments 4 

Periodical  test  of  measurement  instruments 4-5 

Method  of  conducting  tests 5 

II.  General  regulations: 

Method  of  rounding  off  measurements 6 

Entering  of  measurements  in  measurement  forms 7 

Taking  measurements  in  case  of  obstacles 8 

Inner  planking  or  sheathing 9 

Mean  dimensions  of  limited  spaces  bounded  by  straight  surfaces 10 

Decks,  breaks  in  the  same 11 

Deductions  from  tonnage  deck 12 

Superstructures  for  shelter  of  deck  passengers 13 

Spaces  used  for  navigation  of  the  ship 14 

Vessels  without  decks 15 

Machinery  spaces t- 16 

III.  Obtaining  the  measurements: 

Measuring  the  length  of  the  tonnage  deck 17 

Determining  the  position  of  the  cross  section  below  the  tonnage  deck  (including  procedure  in  case  of 

interruptions  in  the  double  bottom) 18 

Measuring  the  depths  of  cross  sections  below  the  tonnage  deck 19 

Determining  beam  curvature  below  the  tonnage  deck 20 

Measuring  the  widths  of  cross  sections  below  the  tonnage  deck 21 

Measuring  between  deck  spaces  above  the  tonnage  deck 22 

Measuring  superstructures,  and  of  spaces  to  be  deducted  from  gross  tonnage 23 

Abbreviated  method 24 

Measuring  the  standard  dimensions 25 

IV.  Calculating  the  tonnage: 

Making  up  the  measurement  forms 26 

Carrying  out  of  calculations  in  the  measurement  forms 27 

Control  curves  and  measurement  scales  for  the  same 28 

Construction  of  the  half  cross  section  curves : 28 

Construction  of  the  area  curve  for  the  entire  cross  section 28 

Rounding  off  final  entries  in  the  measurement  certificate 29 

V.  Concluding  regulations: 

Procedure  in  individual  cases  where  the  provisions  of  the  instructions  are  not  applicable 30 

Submitting  the  drawings  of  the  measurement  forms  and  filing  of  the  same 31 

Execution  of  measurement  certificates  and  filing  of  the  same 32 

Certificate  formulas  (A,  B,  and  C) 32 

Listing  of  certificates 33 

Forms  of  the  measurement  certificates  (A,  B,  and  C) Page  343 

VI.  Plates Page  346 

i  Translated  from  the  German  by  First  Lieut.  H.  O.  Olson,  Eighteenth  Infantry,  United  States  Army. 

331 


I, —  The  measuring  instruments. 

Article  1 .  The  following  instruments  are  used  for  purposes  of  measurement : 

(1)  Two  3-meter  rods,  with  solid  brass  shoes  at  each  end.  Also  three  steel  implements, 
which  can  be  screwed  to  the  ends  of  the  rods,  namely: 

(a)  A  steel  implement  for  the  fastening  of  the  ring  of  a  plumb  line  or  the  ring  of  a  tapeline. 
(6)  A  steel  implement  for  the  clasping  of  a  plumb  line  or  a  tapeline. 

(c)  A  steel  implement  with  two  short  points,  for  the  setting  up  of  the  meter  rod  in  measuring 
breadths. 

(2)  Two  2-meter  rods,  like  those  described  under  No.  1 ;  of  these,  one  should  have  a  beveled 
brass  shoe  at  one  end. 

(3)  One  2-meter  rod,  each  end  provided  with  a  solid  brass  shoe,  and  one  end  with  a  firm 
thinner  rod  that  telescopes.  The  apparatus  has,  when  the  sliding  rod  is  entirely  extended,  a 
length  of  3.8  meters. 

(4)  One  1-meter  rod,  like  the  one  described  under  No.  3,  with  the  telescope  rod  attachment 
(up  to  1.9  meters  length). 

(5)  One  1-meter  rod,  folding  hinged,  and  in  the  middle  as  well  as  at  each  end  fitted  with 
brass  mountings. 

(6)  A  tapeline,  15  to  20  millimeters  wide,  and  20  meters  long,  fitted  to  roll  up  around  a 
cylinder,-  and  at  one  end  provided  with  a  brass  ring,  the  beginning  point  of  the  linear  measure- 
ment division  lying  at  the  outer  edge  of  the  ring.  If,  in  case  of  the  larger  ships,  a  length  of  20 
meters  will  not  suffice,  a  tapeline  of  25  or  even  30  meters  in  length  is  employed.  In  case  of 
the  smaller  ships  a  tapeline  of  15  meters  may  be  used. 

(7)  A  gunters  chain  of  galvanized  iron,  provided  with  a  tag  at  every  10-meter  interval,  and 
a  thin  line  3  meters  long  at  each  end.     This  chain  is  30  meters  long. 

(8)  A  steel  square,  on  the  outer  edge  of  each  leg  of  which  is  constructed  a  linear  measurement 
of  20-centimeter  divisions,  so  arranged  that  the  beginning  point  of  each  lies  at  the  outer  point 
of  the  right  angle  of  the  square. 

(9)  A  line  of  from  15  to  20  millimeters  circumference  and  50  meters  long,  provided  with 
means  for  rolling  up. 

(10)  Two  lines  of  from  8  to  10  mniimeters  circumference  and  25  meters  long,  each  pro- 
vided with  a  plummet  bob  and  a  contrivance  for  rolling  up.  On  each  line  at  about  0.2  meter 
from  the  plummet  bob  a  brass  ring  is  fastened. 

(11)  An  attachment  by  which,  in  case  of  need,  the  two  rods  described  under  sections  1  to 
4  can  be  joined  together. 

(12)  A  brass  roller,  in  addition  to  an  iron  weight  of  2.5  kilograms,  with  hooks,  for  testing 
the  tape  described  under  No.  6. 

(13)  A  steel  meterstick  with  calculations  for  the  testing  of  the  linear  measurements. 

Art.  2.  The  measuring  instruments  described  in  article  1,  under  Nos.  1  to  8  and  13,  are 
to  be  tested  by  the  imperial  standard  gauge  commission  and  the  date  of  the  test  stamped  on 
the  instruments. 

Art.  3.  Each  measurement  board  (art.  21  of  the  ship  measurement  ordinance),  as  well  as 
each  official  intrusted  with  the  preparation  of  measurement  certificates  (art.  24,  par.  4,  of  the 
ship  measurement  ordinance),  must  be  provided  with  at  least  one  set  of  the  instruments  de- 
scribed in  article  1 . 

The  approved  measuring  instruments  of  the  last-mentioned  officials  shall  be  accepted  as 
standard. 
332 


MEASUREMENT  OF  VESSELS  FOK  PANAMA  CANAL.  333 

Art.  4.  The  officials  mentioned  in  article  24,  paragraph  4  of  the  ship  measurement  ordi- 
nance have,  as  one  of  their  duties,  according  to  paragraph  5  of  the  same  article,  the  official 
testing  and  correcting  of  all  the  measuring  instruments  used  by  the  measurement  boards,  at 
least  once  a  year,  according  to  test  specimens. 

In  the  instruments  mentioned  in  article  1,  under  1  to  7,  no  greater  deviation  from  accuracy 
when  in  use  should  be  allowed  than  the  following: 

In  No.  1,  the  greatest  permissible  deviation  for  the  entire  length 3    millimeters. 

In  No.  2,  the  greatest  permissible  deviation  for  the  entire  length 2    millimeters. 

In  No.  3,  the  greatest  permissible  deviation  for  the  entire  length,  rod  not  extended 2    millimeters. 

Extension  rod 2    millimeters. 

In  No.  4,  the  greatest  permissible  deviation  for  the  entire  length,  rod  not  extended 1.5  millimeters. 

Extension  rod 1.5  millimeters. 

In  No.  5,  the  greatest  permissible  deviation  for  the  entire  length 1.5  millimeters. 

In  No.  6,  the  greatest  permissible  deviation  for  each  meter  in  the  division 5    millimeters. 

In  No.  7,  the  greatest  permissible  deviation  for  the  entire  length 10     centimeters. 

When  the  aforementioned  measuring  instruments  come  to  have  a  greater  deviation  than 
that  authorized,  their  use  shall  be  immediately  discontinued  and  before  again  being  used  they 
shall  be  restamped  (art.  2). 

Art.  5.  At  regular  intervals,  at  least  once  every  quarter,  the  measurement  boards  will 
test  the  meter  rods  (art.  1,  Nos.  1  to  5)  by  means  of  the  steel  meter  measure  with  the  valuations 
(art.  1,  No.  13),  and  the  tapeline  and  chain  (art.  1,  Nos.  6  and  7)  by  means  of  the  meter  rod. 

The  testing  of  the  3-meter  rod  by  means  of  the  steel  stand  ardmeter  measures  hall  be  as  fol- 
lows: One  places  first  one,  then  the  other  end,  of  the  3-meter  rod  against  the  scale  of  the  meter 
measure,  then  reads  off  from  the  meter  measure  the  variation  in  millimeters  of  the  nearest  or 
next  meter  mark  from  the  end  of  the  meter  measure,  and  then  compares  the  length  of  the  middle 
meter  interval  (of  the  3-meter  rod)  likewise  with  the  length  of  the  meter  measure,  this  being 
so  done  that  one  places  the  3-meter  rod  along  that  side  of  the  meter  measure  on  which  there 
is  no  scale  but  opposite  to  or  corresponding  with  the  face  of  the  meter  measure  across  which 
the  lines  of  the  scale  are  drawn.  The  sum  of  the  errors  of  the  3-meter  intervals  gives  the  total 
error  of  the  meter  stick.  The  test  of  the  2-meter  and  1-meter  sticks  follows  under  the  proper 
application  of  the  foregoing  rules. 

The  testing  of  the  tapeline  is  performed  as  follows:  With  a  screw  clamp,  one  end  of  the 
tape  is  fastened  to  a  rigid  object  and  then  a  suitable  distance  is  unwound  and  fastened  to  another 
clamp  connected  with  the  brass  roll  and  weight  piece  (art.  1,  No.  12);  when  the  tape  is  suffi- 
ciently tight,  the  steel  meter  measure  is  applied  and  it  is  determined  whether  the  meter  lengths 
of  the  tape  do  or  do  not  exceed  the  permissible  deviation  (art.  4,  sec.  2,  and  art.  1,  No.  13). 

The  testing  of  the  chain  is  performed  by  stretching  it  along  an  even  level  surface  and 
measuring  it  by  the  tested  meter  rod,  as  given  under  section  2  of  this  article. 

All  measuring  instruments  found  by  this  test  to  be  inaccurate  will  be  disposed  of  as 
directed  in  article  4,  paragraph  3. 

II. — General  regulations. 

Art.  6.  The  measurements  to  be  determined  are  rounded  off  to  centimeters  in  such  a  way 
that  the  fraction  of  one-half  or  more  is  reckoned  as  a  whole  centimeter,  but  a  fraction  smaller 
than  one-half  is  disregarded. 

Art. -7.  The  measurements  are,  after  they  are  accepted,  entered  in  the  measurement 
forms  in  such  a  way  that  fractional  meters  are  entered  after  the  number  of  whole  meters  as 
decimals  (i.  e.,  10.75  m.,  0.6  m.). 

Art.  8.  If  a  length,  breadth,  height,  or  depth  of  the  spaces  described  in  the  ship  meas- 
urement ordinance  strikes  projecting  plank  works,  knee  timbers,  or  similar  projecting  parts, 
that  measure  is  taken  wliich  would  result  if  at  the  point  in  question  the  projecting  part  of  the 
interior  planking  or  deck  surface  did  not  exist,  and  such  interior  planking  or  deck  surface  were 
of  the  same  thickness  as  that  which  prevails  between  the  points  to  be  measured  on  the  interior 
planking  or  deck. 


334  MEASUREMENT   OF   VESSELS   FOE  PANAMA   CANAL. 

Art.  9.  By  interior  planking  is  meant  only  such  coating  as  is  fixed  firmly  or  enduringly 
in  the  framework  of  the  ship  or  to  the  ship's  double  bottom,  but  is  not  such  as  is  designed  for 
the  protection  of  the  separately  constructed  parts  of  the  ship  or  for  the  temporary  protection 
of  the  cargo.  A  durable,  fixed  lathing  is  to  be  considered  as  interior  planking  only  in  case 
the  distance  between  the  single  laths  is  not  more  than  0.3  meters. 

In  every  case,  therefore,  before  taking  the  measurement,  it  must  be  determined  how  far 
the  interior  planking  conforms  to  the  foregoing  demands.     (See  fig.  9.)1 

If  after  such  investigation  no  such  interior  planking  is  found  to  exist,  the  measure  must 
be  taken  to  the  interior  surface  of  the  beams  or  their  vanishing  lines,  respectively,  to  the  upper 
surface  of  the  double  bottom;  if  no  beams  are  present,  then  the  measure  must  extend  up  to 
the  inner  surface  of  the  exterior  planking  or  its  vanishing  line. 

Art.  10.  As  the  mean  length,  breadth,  height,  or  depth  of  a  limited  space  bounded  by 
straight  surfaces,  the  arithmetical  means  of  at  least  3  consecutively  obtained  measurements 
is  taken. 

Art.  11.  In  the  meaning  of  article  4  of  the  ship  measurement  ordinance,  only  such  are 
deemed  decks  as  run  continuously  from  aft  forward  and  whose  beams  are  rigidly  attached  to 
the  framework  of  the  ship's  body  and  durably  covered.  Openings  or  bulkheads  for  engine 
and  boiler  rooms,  as  well  as  hatchways,  are  not  regarded  as  interruptions  in  the  deck. 

Breaks,  even  when  the  entire  breadth  of  the  ship  is  taken,  are  not  considered  if  they  do 
not  equal  half  the  length  of  the  deck  concerned.  If  the  amount  of  the  deeper  lying  part  of 
the  deck  exceeds  half  the  length  of  the  deck,  the  part  up  to  the  base  fine  will  be  regarded  as 
deck.     (See  figs.  1  and  2.) 

Art.  12.  Uncovered  breaks  arising  from  breaks  in  the  tonnage  deck  should  be  measured 
separately  and  their  extent  deducted  from  the  ascertained  material  contents  of  the  space  under 
the  tonnage  deck.     (See  fig.  21.) 

Art.  13.  If  the  ship  has  structures  of  the  nature  considered  in  article  13Bb  of  the  ship 
measurement  ordinance,  such  structures  may,  upon  application  of  the  ship  owners  or  ship- 
builders to  the  bureau  of  registry,  be  excluded  by  the  measurement  boards  from  the  gross 
tonnage,  in  which  case  a  full  explanation  of  all  essential  points  bearing  on  the  case,  as  well  as 
a  sketch  of  the  structures,  their  mode  of  attachment,  etc.,  will  be  submitted. 

Art.  14.  Spaces  intended  to  contain  rudders,  capstans,  anchor-raising  apparatus,  etc., 
when  on  or  above  the  upper  deck,  are  not  surveyed  as  a  part  of  the  gross  tonnage  (art.  13Ba, 
ship  measurement  ordinance),  and  thus  are  not  deducted  from  the  gross  tonnage.  If,  on  the 
other  hand,  such  spaces  are  located  below  the  upper  deck,  their  contents  will  be  deducted  from 
the  gross  tonnage.     (See  art.  14A3a,  ship  measurement  ordinance.) 

Rooms  intended  for  the  safekeeping  of  charts,  signal  apparatus,  and  navigation  instru- 
ments, as  well  as  boatswains'  supplies,  are,  regardless  of  their  location,  always  calculated  as 
part  of  the  gross  tonnage,  but  are  also  deducted  in  every  case.  (Art.  14A3b,  ship  measurement 
ordinance.) 

Auxiliary  engines  and  boilers  located  inside  of  the  engine  and  boiler  rooms,  and  connected 
with  the  main  engine  and  serving  as  means  of  propulsion  to  the  ship,  are,  from  the  nature  of 
their  location,  considered  part  of  the  main  engine  and  boiler  rooms,  numbered  with  them,  and 
not  separately  deducted  from  the  gross  tonnage.  If  the  auxiliary  boiler  is  located  in  a  closed 
structure  on  or  above  the  deck  (upper),  the  contents  of  these  structures  is  not,  according  to 
article  13Bb  of  the  ship  measurement  ordinance,  measured  as  part  of  the  gross  tonnage,  and 
consequently  are  likewise  not  deducted.  In  all  other  cases  in  which  the  requirements  of  article 
14A4  of  the  ship  measurement  ordinance  are  fulfilled,  all  auxiliary-boiler  room  spaces  included 
in  gross  tonnage  are  again  deducted. 

Art.  15.  In  the  meaning  of  article  20  of  the  ship  measurement  ordinance,  open  vessels  are 
considered  to  be  such  craft  as  are  only  partly  covered  and  the  cargo  rooms  of  which  are  not 
closed  by  hatches. 

1  See  figures  at  end  of  this  appendix. 


MEASUREMENT   OF   VESSELS   FOR  PANAMA   CANAL.  335 

Art.  16.  In  the  meaning  of  the  ship  measurement  ordinance,  the  engine  room  is  meant  to 
include  not  only  the  space  for  the  engine  itself,  but  also  all  spaces  occupied  by  apparatus  for  the 
generation  of  propelling  power  (boilers,  etc.). 

If  the  engine  room  is  not  inclosed  by  two  bulkheads,  then,  in  measuring  the  length  of  the 
room,  it  should  include  the  space  intended  for  the  absent  bulkhead  necessary  to  bring  the 
engine  room  up  to  an  efficient  inclosing.  This  space  is  to  be  ascertained  in  each  individual  case, 
and  its  position  clearly  defined  on  the  surface  curve.     (See  art.  28.) 

In  the  measurement  of  the  engine  room,  as  well  as  in  the  computation  of  the  gross  tonnage 
of  the  ship  and  of  deductions  from  the  same,  the  following  rules  will  be  observed: 

(1)  The  gross  tonnage  of  the  ship  is  ascertained  without  reference  to  the  engine  room;  the 
measurement  of  the  latter  should  then  be  undertaken  independently  of  the  other. 

(2)  A  measurement  of  the  engine  room  is,  under  all  circumstances  required,  even  when  the 
deduction  from  gross  tonnage  is  a  percentage  of  the  latter,  as  the  method  of  computing  the 
deduction  depends  upon  the  size  of  the  engine  room. 

(3)  In  the  execution  of  the  measurement  the  following  points  should  always  be  observed: 
In  ascertaining  the  depth  it  is  either  the  distance  from  the  highest  point  on  the  under 

surface  of  the  deck  directly  over  the  engine  room,  or  in  case  the  walls  of  the  engine  room  are 
curved,  from  a  point  in  the  horizontal  plane  passing  through  the  point  at  which  the  curvature 
ends. 

In  finding  the  length  of  the  engine  room  proper,  it  is  only  necessary  to  measure  and  con- 
sider the  portion  actually  occupied  by  the  engine  and  boilers.  In  case  firing  is  done  from  a 
longitudinal  direction  of  the  ship,  an  additional  space  is  required  for  the  handling  of  stoking  tools. 
In  such  case  a  distance  of  about  30  centimeters  in  addition  to  the  actual  firing  grates  is  con- 
sidered sufficient. 

If  the  stoking  and  firing  are  done  cross  ships,  this  additional  distance  is  not  required.  In 
this  case,  the  room  between  the  boilers  will  serve  for  stoking  facilities,  and  should  be  measured 
as  about  3.5  meters  in  the  room  space  of  the  engine  room.  (See  Appendix  7  in  this  report, 
"Technical  directions,"  Art.  VII.) 

(4)  If  the  engine  room  has  an  irregular  form,  it  must  be  divided  into  parts,  and  each  part 
measured  separately. 

While  the  cubical  contents  of  the  engine  room  is  ascertained  by  the  previously  described 
method,  in  order  to  fix  the  authorized  deductions  from  the  gross  tonnage  of  the  ship,  the  con- 
tents of  any  cabin  or  store  rooms  located  within  the  engine  room  itself  must  be  ascertained  and 
deducted  from  the  total  contents  of  the  engine  room. 

III. — Obtaining  the  measurements. 

(a)    MEASURING  THE  LENGTH  OF  THE  TONNAGE  DECK. 

Art.  17.  The  measuring  of  the  distances  between  the  points  described  in  article  6,  para- 
graph 1,  of  the  ship-measurement  ordinance,  is  executed  in  the  following  manner: 

The  50-meter  line  is  stretched  taut  from  aft  forward,  as  near  as  possible  to  the  median  line 
of  the  ship,  parallel  to  the  chord  of  the  arc  of  the  tonnage  deck,  and  at  such  distance  above  the 
deck  as  to  be  free  from  all  obstructions  and  still  allow  a  convenient  measuring. 

The  points  between  which  the  length  is  to  be  measured  are  ascertained  by  the  aid  of  a 
plummet  or  a  T  square,  or  are  in  some  other  convenient  manner  projected  upon  the  line. 

If  the  line  is  stretched  taut,  the  measuring  is  done  with  the  meter  rods  described  in  article  1, 
Nos.  1  and  2,  while  the  meter  rods  are  interchangeably  applied  from  one  end  of  the  line  to  the 
other,  and  in  such  a  way  that  the  first  rod  and  the  line  are  clasped  in  both  hands  while  the 
other  rod  is  applied  along  the  line  so  as  to  touch  the  end  of  the  first  rod.  After  the  second  rod 
is  firmly  clasped  to  the  line,  the  first  rod  is  removed  and  applied  beyond  the  second,  and  in  this 
manner  the  measuring  is  continued  to  the  end  of  the  line. 

If,  on  account  of  superstructures  or  other  obstacles,  it  is  impracticable  to  stretch  out  the 
line  in  the  manner  described  above,  or  the  line,  on  account  of  the  great  length  of  the  ship,  is  not 


336  MEASUREMENT   OF  VESSELS   FOE  PANAMA  CANAL. 

long  enough,  the  entire  length  must  be  divided  into  sections  and  each  part  measured  separately. 
In  this  way  the  use  of  the  line  can  be  dispensed  with  and  the  measuring  on  the  deck  itself  can 
be  continued  by  means  of  the  measuring  staff  and  the  tape,  respectively. 

It  is  to  be  observed  that  the  use  of  the  plumb  line  in  placing  the  end  of  the  tape  directly 
above  the  points  on  the  deck  can  be  accurate  only  when  the  ship  lies  at  an  even  or  almost 
even  keel.  If  this  is  not  the  case,  as  for  example  when  the  ship  is  lying  in  the  stocks,  then  the 
projection  must  be  done  by  means  of  the  T  square,  or  must  follow  in  some  other  convenient 
manner.     (See  fig.  4.) 

In  order  to  determine  the  location  of  the  forward  end  point  for  making  the  proper  deduc- 
tions for  the  rake  of  the  bow  in  the  thickness  of  the  deck,  the  f ollowing  must  be  ascertained : 

The  meter  rod  described  in  article  1,  under  5,  is  placed  so  that  one  leg  rests  on  the  upper 
surface  of  the  upper  deck  and  the  other  leg  as  nearly  as  possible  is  held  parallel  to  the  inner 
surface  of  the  bow.  The  angle  thus  formed  (ABC)  is  marked  with  chalk  on  the  deck  surface, 
and  then  above  the  line  BC  the  measure  of  the  thickness  of  the  deck  is  set  off  and  through  the 
obtained  point  parallel  to  BC  the  line  DE  is  drawn.  If  at  the  vertex  B,  a  right  angle  be  set  off, 
the  resulting  line  DF  will  be  the  deduction  to  be  made  for  the  rake  of  the  bow  in  the  thickness 
of  the  deck.     (See  fig.  8.) 

In  a  similar  way,  in  case  of  ships  with  rounded  sterns,  by  determining  the  aft  end  point, 
the  required  deduction  which  arises  from  the  rake  of  the  sternpost  can  be  ascertained  (where 
no  such  post  exists,  at  the  middle  of  the  stern).  In  regard  to  ships  with  flat  sterns,  the  rake 
of  the  sternpost  in  one-third  of  the  deck-beam  arch  will  be  deducted.     (See  fig.  7.) 

If,  at  the  terminal  points  of  the  length,  there  are  superstructures  on  the  tonnage  deck, 
the  length  of  the  latter  may  be  ascertained  either  by  measuring  through  the  superstructures, 
or,  if  this  can  not  be  done,  by  going  above  them.  In  the  latter  case,  points  are  to  be  determined 
which  he  directly  above  the  terminal  points  and  at  right  angles  to  the  plane  of  the  keel.  The 
location  of  these  points  must  be  determined  by  the  use  of  two  measuring  rods  and  the  T 
square  (Art.  1,  Nos.  1  and  8)  applied  to  the  vertical  height  of  the  superstructure  and  the  angle 
of  inclination  of  the  stern  or  of  the  bow,  in  the  same  way  as  in  figure  4  and  in  figure  20. 

(b)    DETERMINING    THE    POSITION    OF   THE    CROSS    SECTION    BELOW    DECKS. 

Art.  IS.  After  the  length  of  the  tonnage  deck  has  been  measured  in  conformity  with  the 
methods  of  article  17,  the  half  length  of  the  deck  is  laid  off  from  the  aft  end  forward  and  thus 
the  middle  point  of  the  length  is  established.  A  check  is  established  by  laying  off  the  half 
length  of  the  line  from  the  forward  end  aft ;  in  case  this  does  not  coincide  with  the  first  estab- 
lished middle  point,  the  entire  length  as  well  as  each  half  must  be  remeasured  (art.  17,  sees. 
4  and  5)  as  often  as  necessary  until  the  exact  middle  point  is  established. 

Through  the  middle  point  of  the  line  thus  established  a  line  is  drawn  at  right  angles  to  the 
keelson  and  this  will  determine  the  position  of  the  middle  cross  section.  In  projecting  this  the 
edge  of  the  balk  can  be  used  as  support. 

If  the  middle  point  of  the  length  does  not  fall  opposite  an  opening  in  the  deck,  so  that  it 
can  not  be  projected  directly  to  the  room  below,  another  point  on  the  line,  situated  opposite 
an  opening  in  the  deck,  is  chosen,  and  the  line  is  projected  down  to  the  floor  of  the  next  deck, 
proper  ordinates  being  set  off  for  the  location  on  this  deck  of  the  middle  cross  section. 

From  the  determined  point  the  remaining  parts  mentioned  in  article  6,  paragraph  3,  of  the 
ship-measurement  ordinance,  are  laid  off  on  the  floor  plates,  in  straight  lines  from  the  keelson, 
forward  and  aft,  and  the  positions  of  the  other  cross  sections  are  similarly  determined.  (See 
fig.  23.) 

The  determined  cross-section  points  shall  be  numbered  hi  conformity  with  the  require- 
ments of  article  8,  paragraph  3,  of  the  ship-measurement  ordinance,  in  which  connection  it  is 
to  be  observed  that  in  craft  of  unusual  shape,  as  barges,  scows,  etc.,  the  cross  sections  at  the 
forward  and  aft  terminal  points  can  be  located  on  the  surface  only. 


MEASUREMENT   OF   VESSELS   FOE  PANAMA   CANAL.  337 

In  case  of  interruptions  in  the  double  bottom  (Art.  7,  par.  3,  of  the  ship-measurement  ordi- 
nance), or  changeable  height  of  the  same,  the  measurement  of  the  ship  below  the  tonnage  deck 
is  accomplished  by  dividing  it  into  separate  sections  corresponding  to  a  uniform  height  of  the 
double  bottom.  The  length  of  each  of  these  parts  of  the  ship  is  again  divided  into  an  equal 
number  of  parts  and  these  measured,  as  prescribed  in  article  6  of  the  ship-measurement  ordi- 
nance. 

(c)    MEASURING   THE   DEPTH    OF   THE    CROSS    SECTIONS    UNDER   THE   TONNAGE   DECK. 

Art.  19.  The  measuring  of  the  depth  is  performed  by  means  of  the  meter  rods  described  in 
article  1,  Nos.  1  to  4,  which  rods  can,  when  necessary,  be  joined  together.     (Art.  1,  No.  11.) 

First  of  all  the  entire  depth  is  to  be  measured,  from  the  undersurface  of  the  tonnage  deck 
to  the  uppersurface  of  the  bottom  transom  on  the  inner  side  of  the  passageway,  or  up  to  the 
uppersurface  of  the  inner  double  bottom,  at  right  angles  to  the  horizontal  and  parallel  to  the 
vertical  plane  of  the  keel. 

If  the  lining  can  not  be  removed  then  the  measure  of  the  depth  can  be  taken  up  to  the 
uppersurface  of  the  inner  lining  below  the  keelson  or,  in  case  this  does  not  give  the  greatest 
depth  of  the  cross  section,  up  to  the  inner  lining  on  whatever  side  the  depth  of  the  cross  section 
is  the  greatest.     (Compare  figs.  9  to  11.) 

If  there  is  a  deck  through  which  the  depths  must  be  ascertained,  then  they  must  be  taken 
piecemeal,  by  measuring  from  the  undersurface  of  the  tonnage  deck  to  the  upper  surface  of  the 
intervening  deck,  and  from  the  undersurface  of  this  to  the  deepest  point  as  above  determined. 
The  sum  of  the  two  measurements  augmented  by  the  thickness  of  the  intervening  deck  is,  in 
this  case,  the  depth  sought.  Proceed  in  a  similar  way  if  under  this  second  deck  there  are  several 
half  decks,  platforms,  etc.     (Compare  fig.  12.) 

If  on  a  raised  platform  in  the  under  portion  of  the  ship  there  is  still  a  covering,  the  thick- 
ness of  this  can  be  ascertained  from  the  measured  depth. 

If  the  depth  falls  in  an  opening  in  the  deck,  then  it  is  marked  on  the  nearest  convenient 
place,  either  on  the  forward  or  aft  side  of  the  opening,  due  consideration  being  given  the  vanish- 
ing line  of  the  deck. 

(d)    DETERMINING  THE  CURVATURE  OF  THE  DECK  BEAM  UNDER  THE  TONNAGE  DECK. 

Art.  20.  The  deck-beam  curvature  should  be  ascertained  at  each  of  the  measured  cross 
sections.  In  order  to  determine  the  exact  curvature  the  line  described  in  article  1,  No.  10, 
must  be  held  at  that  place  on  each  cross  section,  where  the  undersurface  of  the  deck  intersects 
with  the  inner  surface  of  the  inner  planking.  Thereupon  the  line  must  be  stretched  taut  to  the 
corresponding  point  on  the  other  side  of  the  ship;  the  vertical  distance  of  the  cross  line  from 
the  undersurface  of  the  tonnage  deck  in  the  middle  of  the  cross  section  is  then  the  measure  for 
the  deck-beam  curvature  and  can  be  taken  by  means  of  one  of  the  meter  rods  described  in 
article  1  under  3,  4,  and  5. 

If  the  above-described  point  can  not  be  reached  with  the  hand,  the  ring  of  one  of  the  plum- 
met lines  described  in  article  1,  No.  10,  should  be  fastened  to  the  end  of  the  aforementioned 
meter  rod  by  means  of  its  steel  attachment  (art.  1,  Nos.  1  and  2)  and  the  end  of  the  rod  placed 
at  the  point  marked;  then  the  plummet  line  should  be  fastened  in  the  groove  of  the  other 
meter  rod  with  its  steel  attachment,  and  the  end  of  the  rod  likewise  placed  at  the  point  marked 
at  the  other  side  of  the  cross  section,  and  the  line  held  taut  so  that  it  forms  a  straight  line.  The 
vertical  distance  of  the  taut  line  from  the  undersurface  of  the  surveying  deck  is  then,  as  above, 
the  measure  of  the  beam  curvature. 

In  case  hatches  or  framework  under  the  deck  planks  prevent  the  stretching  of  the  cord  in 
a  straight  line  at  the  place  in  the  cross  section  referred  to,  the  determining  of  the  deck-beam 
curvature  must  be  made  beyond  the  cross  section,  far  enough  either  forward  or  aft,  to  permit 
the  stretching  of  the  cord  in  a  straight  line. 


338  MEASUREMENT   OF  VESSELS  FOB  PANAMA  CANAL. 

If  the  determining  of  the  deck-beam  curvature  can  not  be  made  under  the  deck,  as  above 
described,  it  is  done  above  the  cross  section  on  the  deck  in  such  a  manner  that  one  of  the 
plummet  lines  (art.  1,  No.  10)  is  stretched  across  the  deck  and  the  vertical  distance  of  this  line 
from  the  deck  surface  is  measured  in  the  middle  of  the  ship  as  well  as  at  one  side  of  the  deck. 
The  difference  in  the  two  distances  for  decks  without  protruding  fish  shows  the  deck-beam 
curvature.  For  decks  with  protruding  fish,  it  will  be  necessary  to  add  to  the  distance  of  the 
line  from  the  deck  surface,  at  the  middle  of  the  ship,  the  projection  of  the  fishes. 

(e)    MEASURING    THE    BREADTH    OF    THE    CROSS    SECTION    UNDER    THE    TONNAGE    DECK. 

Art.  21.  The  breadth  is  measured  by  means  of  the  tape  or  the  meter  rod.  To  measure 
the  breadth  of  the  cross  section  a  meter  rod  is  erected  at  the  middle  or  as  near  as  possible  to 
the  middle  of  the  cross  section  and  parallel  to  the  longitudinal  plane,  so  that  the  under  end  of 
the  rod  touches  the  bottom  of  the  ship  and  the  upper  end  the  tonnage  deck,  and  on  the  rod 
thus  placed  there  are  marked  off  the  division  points  into  which  it  has  been  separated  in  calcu- 
lating the  depth  of  the  cross  section  according  to  the  regulations  in  article  7,  paragraphs  4  to  6 
of  the  ship  measurement  ordinance  (compare  fig.  10).  If  the  tonnage  deck  is  not  the  lowest 
deck  of  the  ship,  and  if  the  depth  does  not  strike  an  opening  in  the  intervening  deck,  then  in 
the  prolongation  of  the  rod  placed  between  the  bottom  of  the  ship  and  the  under  deck  a 
second  rod  will  be  erected  between  this  deck  and  the  tonnage  deck  and  both  of  them  divided 
in  the  manner  described  above  (compare  fig.  12).  Through  these  division  points  the  breadth 
measure  is  then  laid  off  at  right  angles  to  the  longitudinal  plane  of  the  ship. 

In  ships  having  no  between-deck  beams  and  in  which,  for  this  reason,  it  is  difficult  to  reach 
the  terminal  points  of  the  upper  breadth  with  the  hand,  the  measuring  is  thus  performed: 
The  tape  is  laid  over  the  steel  rods  with  which  the  meter  rods  are  provided  and  the  steel  rods 
are  placed  at  the  end  points  of  the  breadth;  then  the  tape  is  drawn  taut,  the  loose  end  of  it 
laid  on  the  rod  and  across  this  and  the  tape  a  chalk  mark  is  made ;  after  that  the  tape  and  the 
steel  rods  are  taken  down  and  the  length  of  the  tape  between  the  above-mentioned  rods  is 
read.  In  case  the  tape  should  be  displaced  during  the  taking  down,  its  length  may  be  corrected 
with  reference  to  the  chalk  line,  after  which  the  reading  may  continue. 

The  breadth  to  be  measured  through  the  upper  end  point  of  the  depth  at  a  distance  of 
one-third  of  the  deck-beam  curvature  under  the  tonnage  deck  can  not  be  taken  at  that  point, 
because  its  direction,  at  right  angles  to  the  vertical  plane  of  the  keel,  as  a  rule,  extends  through 
the  deck.  This  breadth  of  the  cross  section  is  therefore  to  be  ascertained  at  another  nearby 
point  in  the  cross  section,  to  which  the  tape  can  be  tightly  stretched  in  a  straight  line,  and 
the  required  deductions  or  additions  can  be  made  upward  on  the  inner  surface  of  the  inner 
planking. 

The  breadth  to  be  measured  through  the  lower  end  of  the  depth  is  in  every  case  the  breadth 
of  the  floor,  so  far  as  the  floor  is  in  a  straight  line  or  is  flat.  In  ships  with  entirely  flat  bottoms 
the  whole  breadth  of  the  flat  bottom  must  be  taken  (compare  fig.  24),  and  in  ships  with  rounded 
bottoms  the  breadth  between  the  points  on  the  bottom  where  the  slope  in  the  surface  begins 
to  change  (compare  figs.  10  and  12). 

In  regard  to  ships  with  double  bottoms,  in  which  the  inner  bottom  rises  toward  the  sides, 
the  surface  area  of  the  descending  cross  section  in  the  region  of  such  double  bottoms  can  be 
estimated  as  follows: 

If  the  depth  of  the  cross  section  laid  through  the  middle  division  point  of  the  length  does 
not  amount  to  more  than  5  meters,  the  depth  of  each  of  the  cross  sections  will  be  divided  into 
five  equal  parts.  The  inner  breadth  of  each  cross  section,  at  right  angles  to  the  longitudinal 
nlane  up  to  the  inner  vanishing  line  of  the  interior  lining,  will  then  be  measured  through  each 
of  the  four  middle  division  points  as  well  as  through  the  upper  end  point  of  the  depth.  If  these 
breadths,  taken  from  the  upper  row,  are  designated. as  1,  2,  3,  etc.,  the  second  and  the  fourth 
breadths  are  multiplied  by  4,  and  the  third  by  2,  and  the  products  are  added  to  the  sum  of  the 
first  and  fifth  breadths.     This  number  is  multiplied  by  the  third  part  of  the  common  differences 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  339 

of  the  breadths.  The  product  represents  the  surface  area  of  the  upper  part  of  the  cross  section. 
To  find  the  surface  area  of  the  lower  part  of  the  cross  section  located  between  the  fifth  and  the 
lowest  division  point  of  the  depth  of  the  cross  section,  the  distance  between  the  two  division 
points  is  to  be  divided  into  four  equal  parts.  The  required  breadths  are  to  be  measured  at 
these  division  points. 

The  computation  of  the  lower  surface  part  is  made  in  the  manner  prescribed  in  article  7, 
paragraph  5,  of  the  ship  measurement  ordinance.  The  sum  of  both  surface  areas  represents 
the  contents  of  the  whole  cross  section. 

If  the  depth  through  the  middle  point  of  the  length  of  a  cross  section  is  more  than  5  meters, 
the  depth  of  each  cross  section  is  divided  into  seven  instead  of  five  equal  parts.  Accordingly, 
there  are  now  six  middle  and  upper  breadths  to  be  measured.  If  these  breadths  from  the  top 
row  down  are  designated  as  1,  2,  3,  etc.,  then  the  second,  fourth,  and  sixth  breadths  are  multi- 
plied by  4,  the  third  and  fifth  by  2,  and  to  the  sum  of  these  products  the  sum  of  the  first  and 
seventh  breadths  is  added.  The  total  sum  is  multiplied  by  one-third  of  the  total  distance  of  the 
breadths  from  each  other  and  the  product  represents  the  surface  area  of  the  upper  part  of  the 
cross  section.  The  surface  area  of  the  lower  part  is  obtained  in  the  manner  just  described.  The 
sum  of  both  surface  areas  is  therefore  the  contents  of  the  entire  cross  section. 

If  a  deck  beam  is  located  at  the  point  where  the  measuring  of  a  breadth  should  occur,  the 
measuring  is  done  at  the  nearest  convenient  point,  forward  or  aft,  of  the  deck  beam. 

If  the  measuring  of  a  single  breadth  is  obstructed  by  the  bulkhead  or  binding  timbers  at 
the  designated  place,  the  measuring  of  the  breadth  can  be  similarly  performed  at  another  point 
as  near  as  possible  to  the  given  point.  In  such  a  case  a  correction  of  the  obtained  measure 
must  be  made  in  accordance  with  the  form  of  the  ship. 

If  the  measuring  of  the  breadth  is  obstructed  by  a  longitudinal  bulkhead  in  the  median 
line  of  the  ship  the  division  points  of  the  depth  in  which  the  breadth  should  have  been  measured 
will  be  set  off  on  both  sides  of  the  bulkhead.  From  each  of  these  division  points  the  breadth 
is  set  off,  by  measure,  toward  each  side  and  at  right  angles  to  the  bulkhead.  The  sum  of 
both  measurements,  augmented  by  the  thickness  of  the  bulkhead,  gives  in  such  case  the  total 
breadth  of  the  cross  section  within  the  division  points  referred  to. 

If  a  breadth  is  to  be  measured  through  an  intervening  space  bounded  by  lathing,  which 
in  article  9  is  regarded  as  permanent  inner  planking,  the  measure  must  be  taken  to  the  inner 
vanishing  line  of  the  lathing.     (Compare  fig.  9.) 

(/)    MEASUREMENT    OF    BETWEEX-DECK    SPACE    ABOVE    THE    TONNAGE    DECK. 

Art.  22.  The  inner  length  of  between-deck  spaces  will  be  ascertained  in  the  following 
manner: 

At  the  points  designated  in  article  6,  paragraph  1,  of  the  ship  measurement  ordinance 
(end  points  of  the  tonnage  deck),  the  meter  rod  is  placed  in  such  a  way  that  its  under  end  rests 
on  the  tonnage  deck,  and  its  upper  end  touches  the  under  surface  of  the  deck  above.  From 
the  fore  and  aft  edges,  respectively,  of  the  meter  rod  the  distance  is  measured  to  the  inner  surface 
near  the  bow  and  to  the  inner  surface  of  the  rib  covering  at  the  stern,  at  right  angles  to  the 
meter  rod.     (Compare  fig.  3.) 

The  sum  of  these  distances  added  to  the  length  of  the  tonnage  deck  gives  the  total  length 
of  the   between-deck  space   at  half  height. 

This' length  will  be  divided  into  such  a  number  of  equal  parts  as  is  prescribed  in  article  6 
of  the  ship  measurement  ordinance  with  reference  to  the  length  of  the  tonnage  deck.  At  each 
of  these  division  points  the  height  and  breadth  are  measured  according  to  the  ship  measurement 
ordinance. 


340  MEASUKE.MENT   OF   VESSELS  FOB  PANAMA   CANAL. 

(g)    MEASURING  OF    SUPERSTRUCTURES  AND  OF    SPACES  TO    BE    DEDUCTED   FROM    GROSS  TONNAGE. 

Art.  23.  Whether  a  permanently  fixed  superstructure  on  the  upper  deck  is  or  is  not  to  be 
surveyed  will  be  determined  according  to  the  provisions  of  article  13  of  the  ship  measurement 
ordinance. 

If  the  interior  arrangements  of  the  superstructure  do  not  permit  the  taking  of  the  measure- 
ments on  the  inner  side,  the  same  are  taken  on  the  outside,  due  deductions  being  made  for  the 
thickness  of  walls  and  cover. 

In  the  case  of  permanently  fixed  superstructures  in  the  form  of  raised  hatchways  or  parti- 
tions, which  connect  with  spaces  below  decks,  the  measurement  of  their  heights  is  taken  from 
the  under  surface  of  the  hatchway  cover  to  the  under  deck  surface,  or  to  the  corresponding 
surface  of  the  space  below  decks.  For  the  mean  height  of  these  spaces  the  arithmetical  mean 
of  the  heights  at  the  middle  and  one  end  of  the  hatchway  sill  will  be  taken.     (Compare  fig.  IS.) 

Superstructures  of  irregular  form  or  such  form  as  will  not  enable  the  surveyor  to  ascer- 
tain their  contents  hi  one  operation  will  be  divided  into  divisions  and  each  division  measured 
separately.     (Compare  figs.  13  to  16.) 

(h)    MEASURING  BY  THE  ABBREVIATED  METHOD. 

Art.  24.  In  measuring  the  length  of  the  ship  between  the  points  mentioned  in  article  18, 
paragraph  1,  of  the  ship  measurement  ordinance,  the  process  prescribed  for  obtaining  the 
length  of  the  tonnage  deck  (art.  17)  will  be  followed. 

In  order  to  measure  the  greatest  breadth  of  the  ship  both  plummet  lines  are  so  hung  along 
the  outside  of  the  boards  £iat  their  perpendicularly  stretched  cords  touch  the  outer  surface 
of  the  exterior  covering  or  the  wales  at  opposite  points  of  a  cross  section  of  the  ship.  The 
normal  distance  between  the  lines,  which  is  measured  either  with  the  tape  (art.  1,  No.  6)  or 
with  the  meter  rod  (art.  1,  No.  1),  gives  a  breadth  of  the  ship.  This  method  of  obtaining 
the  breadth  of  the  ship  is  used  for  the  remaining  cross  sections  of  the  ship  and  is  retained  as 
long  as  the  result  of  the  measuring  is  of  equal  or  greater  value.  The  greatest  result  thus 
obtained  is  then  the  ascertained  greatest  breadth  of  the  ship.  For  this  measuring,  if  the  ship 
has  a  list,  it  must  be  brought  to  an  even  keel  by  removing  the  cargo. 

The  perimeter  of  the  ship  at  the  outer  surface  of  the  exterior  covering  will  be  ascertained 
by  means  of  the  chain,  described  in  article  1,  No.  7,  and  the  meter  rods  (art.  1,  Nos.  1  to  5), 
according  to  the  instructions  in  article  18,  paragraph  2,  of  the  ship  measurement  ordinance. 

(i)    MEASURING    THE    STANDARD    DIMENSIONS. 

Art.  25.  The  measuring  of  the  length  of  a  ship  between  the  points  designated  in  article 
25,  la  and  2a  of  the  ship  measurement  ordinance  (compare  figs.  5  and  6)  is  proceeded  with 
in  the  same  manner  as  in  obtaining  the  length  of  the  tonnage  deck.     (Art.  17.) 

The  measuring  of  the  breadth  between  the  points  designated  hi  article  25,  lb  of  the  ship 
measurement  ordinance,  is  performed  with  the  meter  rod  referred  to  in  article  1,  1  to  4  (com- 
pare fig.  12),  the  meter  rod  being  applied  at  right  angles  to  the  longitudinal  plane  of  the  ship. 

The  measuring  of  the  depth  is  proceeded  with  hi  a  manner  similar  to  that  of  obtaining 
the  depth  of  the  cross  section  (art.  19).     (Compare  figs.  10  and  12.) 

If  a  lowered  cabin  is  located  hi  the  middle  of  the  length,  two  depths  are  measured,  one  to 
the  under  edge  of  the  lowered  deck,  the  other  to  the  under  edge  of  the  cabin  roof.  In  such 
cases  both  depths,  each  hi  fractional  form,  will  be  entered  in  the  measurement  certificate  as 
well  as  in  the  measurement  forms.     (Compare  figs.  1  and  2.) 


S1EASUKEMENT   OF   VESSELS  FOE  PANAMA  CANAL.  341 

IV. — Calculating  the  tonnage. 

Art.  26.  The  making  up  of  the  measurement  forms  is  done  in  accordance  with  the  formulas 
given  under  D  to  G. 

After  all  computations,  drawings,  etc.,  have  been  entered,  each  form  should  be  counter- 
signed by  at  least  two  members  of  the  measurement  board,  including  the  shipbuilding  engineer. 

Art.  27.  All  calculations  are  carried  out  to  the  third  decimal  place,  and  when  the  fourth 
decimal  is  five  or  more  the  third  is  increased  by  1. 

Art.  28.  As  the  check  on  the  complete  method  in  the  foregoing  measurements  and  com- 
putations of  the  under  deck  tonnage  of  a  ship  or  of  the  gross  tonnage  of  a  vessel  without  decks 
the  following-described  drawings,  to  a  convenient  scale  at  least  as  small  as  centimeters,  will  be 
carefully  entered  in  the  measurement  forms. 

(a)    CONSTRUCTION    OF    THE    HALF    CROSS-SECTION    CURVES. 

On  the  horizontal  line  for  curve  constructions  in  the  measurement  forms,  the  distance 
of  the  cross  section  is  set  off  from  the  middle  point  of  the  line,  so  that  the  horizontal  line  repre- 
sents the  length  of  the  tonnage  deck  with  its  division  points. 

The  division  points  are  numbered  according  to  the  numbers  of  their  corresponding  cross 
sections  on  board,  and  in  each  one  a  normal  should  be  attained.  From  these  normals  the 
calculated  depths  of  the  respective  cross  sections  are  set  off  and  agree  in  each  case  with  the 
depths  obtained  on  board.  Through  the  division  points  of  the  depths  thus  obtained,  half  of 
the  distance  of  the  ascertained  breadths  of  the  cross  sections  is  set  off  to  the  right  from  the 
normal  and  parallel  to  the  horizontal  line.  The  end  points  of  the  breadth  of  each  cross  section 
are  then  connected  by  a  curved  line,  which  line  establishes  the  outer  limit  of  the  half  cross 
section. 

For  the  distance  between  cross  sections  (par.  1)  the  scale  in  the  appendix  of  the  register 
which  corresponds  to  the  entire  length  of  the  particular  deck  is  to  be  selected,  and  this  should 
be  set  off  on  the  horizontal  line.  For  the  drawing  of  the  cross  section  (par.  2)  the  scale  is  also 
to  be  selected  from  the  appendix,  and  must  be  so  large  that  half  of  the  maximum  breadth  of 
the  greatest  cross  section  approaches,  but  does  not  exceed,  the  distance  between  the  normals. 

(b)    CONSTRUCTION    OF   THE    AREA    CURVE    FOR    THE    ENTIRE    CROSS    SECTION. 

The  computed  numbers  representing  the  surface  of  the  cross  section  in  square  meters 
should  be  divided  by  10  or  some  other  suitable  divisor,  and  the  quotient,  in  linear  measurement, 
set  off  on  the  normal  constructed  toward  ''a,"  which  represents  the  middle  line  of  the  apper- 
taining cross  section.     Thereafter  the  determined  points  should  be  connected  by  a  curve. 

If  the  course  of  the  curves  to  ''a"  and  '"b"  is  irregular,  or  if  the  curves  to  "a"  have  a 
remarkable  discrepancy,  the  figures  and  calculations  are  again  tested,  and  if  the  error  is  not 
one  of  mathematical  calculation,  the  measurements  are  repeated  and  a  correction  attained. 

If  the  irregularity  in  the  drawn  curve  is  found  to  be  due  to  unusual  forms  of  the  measured 
ship  space,  this  fact  will  be  entered  in  the  measurement  form,  below  the  drawing,  in  the  nature 
of  a  short  description  of  the  ship's  unusual  form. 

In  this  drawing  will  also  be  entered: 

(1)  In  red,  the  location  of  the  solid  bulkhead  bordering  on  the  engine  room,  as  well  as  the 
distance  of  this  bulkhead  from  the  nearest  cross  section,  which  is  the  place  from  which  the 
length  of  the  engine  room  shoidd  be  measured  in  case  it  is  not  inclosed  by  two  solid  bulkheads. 
(Art.  16,  sec.  2.) 

(2)  In  blue,  in  a  similar  manner,  the  location  of  the  limiting  bulkheads  of  the  double 
bottoms. 

Art.  29.  The  final  entries  to  be  made  in  the  ship's  measurement  certificate,  in  cubic  meters, 
will  be  so  reduced  that  the  first  decimal  is  increased  by  1  if  the  seccnd  decimal  is  5  or  more. 

In  converting  cubic  meters  into  British  registry  tons  the  result  is  reduced  to  two  decimals 
by  increasing  the  second  bv  1  when  the  third  decimal  is  5  or  more. 


342  MEASUREMENT   OP   VESSELS   FOR  PANAMA   CANAL. 

V. —  Concluding  regulations. 

Art.  30.  If  it  should  be  found  that  certain  directions  herein  contained  are  not  applicable 
on  account  of  the  nature  of  construction,  or  that  evidently  erroneous  results  in  the  measure- 
ment would  follow,  the  determination  of  the  way  in  which  the  measurement  should  be  con- 
ducted rests  with  the  Bureau  of  Registry. 

Art.  31.  The  ship  measurement  boards  are  required  always  to  submit  to  the  Bureau  of 
Registry  (art.  24,  par.  3  of  the  ship  measurement  ordinance)  a  copy  of  the  measurement  forms 
with  the  exhaustive  drawings,  etc.,  as  per  article  31  of  the  ship  measurement  ordinance. 

If,  after  the  inspection  of  the  drawings  by  the  measurement  boards,  doubt  should  arise  as 
to  the  manner  of  performing  the  measurement,  the  copies  of  the  drawings,  etc.,  in  the  office  of 
the  Bureau  of  Registry  will  be  referred  to  for  decision  as  to  the  method  of  measurement. 

These  drawings,  as  well  as  the  measurement  forms,  from  which  the  measurement  certifi- 
cates are  later  transcribed  by  the  Bureau  of  Registry,  are  filed  and  kept  by  the  latter  bureau. 
A  transcript  of  the  measurement  forms  is  retained  by  the  measurement  boards,  and  any  alter- 
ations made  in  the  main  set  of  forms  are  always  transmitted  to  the  Bureau  of  Registry  for  entry 
on  its  copy. 

Art.  32.  The  measurement  certificates  (art.  27,  ship  measurement  ordinance)  are  exe- 
cuted in  duplicate,  and  after  being  registered  in  the  office  of  the  register  authorities  (art.  24, 
par.  5,  of  the  ship  measurement  ordinance),  and  by  them  entered  in  the  ship's  papers,  one 
copy  is  furnished  the  shipowners  or  their  deputies,  and  the  other  copy  is  retained  by  the  issuing 
board.  A  certified  copy,  executed  according  to  the  proper  form,  is  furnished  by  the  issuing 
board  free  of  charge  to  the  register  authorities  for  their  files. 

The  measurement  certificates  should  be  executed  in  accordance  with  the  specified  forms 
A,  B,  C. 

Art.  33.  The  records  to  be  made  by  the  boards  intrusted  with  the  execution  of  measure- 
ment certificates,  according  to  article  29,  ship  measurement  ordinance,  should  be  made  out  in 
the  form  prescribed  under  H. 

On  the  first  of  February  of  every  year  a  transcript  of  these  records  should  be  submitted  to 
the  Bureau  of  Registry. 

Berlin,  March  26,  1895. 

By  the  deputy  to  the  Imperial  Chancellor, 

VON    BOETTICHER 


MEASUREMENT    OF    VESSELS    FOE    PANAMA    CANAL. 


343 


GERMAN  MEASUREMENT  CERTIFICATES  FOR  DECKED  VESSELS  (FORM  A),  FOR  OPEN 
VESSELS  (FORM  B),  AND  FOR  VESSELS  MEASURED  BY  THE  ABBREVIATED  METHOD 
(FORM  C). 


For  Decked  Vessels. 


GERMAN   EMPIRE. 


Form  A. 


Kind  of  vessel. 

Xame  of  vessel. 

Distinctive  signal. 

Nationality  home  port. 

SHIP'S   MEASUREMENT   CERTIFICATE. 
Description  op  Vessel. 


Builder 

Year  built 

Place  built 

Material 

Kind  of  construction . 
Number  of  decks 


Character  of  upper  deck. 


Number  of  water-tight  transverse  bulkheads 

below  and  above  the  tonnage  deck 

Number  of  water  ballast  tanks  with  hatches.. 
Planking 


Shape  of  bow 

Shape  of  stern 

Number  of  funnels . 
Number  of  masts . . 
Rigging 


Standard  Dimensions. 

1.  Length  of  vessel  from  the  rear  face  of  the  prowpost  to  the  rear  face  of  sternpost  on  the  uppermost  perma- 

nent deck  (in  vessels  with  patent  rudder,  measure  to  middle  of  rudder  post) 

2.  Greatest  beam  of  vessel  between  outer  surfaces  of  planking  or  of  the  wales 

3.  Depth  of  hold  from  lower  surface  of  the  upper  permanent  deck  to  the  upper  surface  of  lower  transoms 

next  to  the  keelson,  or  to  upper  surface  of  the  inner  iron  double  bottom,  if  there  is  one,  at  middle  of 
length  as  found  in  1 

4.  Greatest  length  of  engine  room,  including  any  permanent  coal  bunkers,  between  the  limiting  bulkneads 

extending  from  side  to  side 

Results  op  Measurement. 


Meters. 


Gross  tonnage. 


Cubic 
meters. 


Deductions. 


Cubic 
meters. 


1 .  Space  under  tonnage  deck 

2.  Space  between  tonnage  deck  and  the  one  above 

3.  Space  between  first  and  second  decks  above  tonnage  deck . 

4.  Quarter-deck  cabin  or  poop 

5.  Forecastle 

6.  Space  under  bridge  deck 

7.  Break  or  breaks 

8.  Other  spaces 

9.  Excess  of  hatchways 


I.  On  account  of  space  required  for  propelling  power 

II.  Crew,  navigation,  etc.: 

1.  Spaces  for  sailors,  firemen,  deck  officers,  cooks, 

stewards,  etc. 

2.  Spaces  for  officers,  engineers,  etc 

3.  Wheelhouses,  chart  house,  etc 

4.  Sail  room 

5.  Ship's  stores 

6.  Spaces  for  water  ballast 

III.  Spaces  for  the  master 


Gross  tonnage . 


Total  deductions. 


Cubic 
meters. 


Regis- 
tered 
tons. 


Cubic 
meters. 


Regis- 
tered 
tons. 


Gross  tonnage. 
Deductions 


Net  tonnage. 


Final  result  of  measurement: 

Gross  tonnage 

Net  tonnage 


In  accordance  with  the  ship  measurement  ordinance  of  March  1,  1895,  this  measurement  certificate  is  made  out 

from  the  measurement  completed  on   day  of   ,  19 . . ,  by  the  measurement  board 

at by  the  complete  method. 


Note. — The  following  constructions  on  or  above  the  upper  deck  are  considered  open  spaces,  and  are,  therefore, 
not  included  in  the  above  measurements  of  gross  and  net  tonnage: 


344 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


For  Open  Vessels. 


GERMAN  EMPIRE. 


Form  B. 


Kind  of  vessel. 

Name  of  vessel. 

Distinctive  signal. 

Nationality  home  port. 

SHIP'S   MEASUREMENT   CERTIFICATE. 

Description  op  Vessel. 


Builder 

Year  built 

Place  built 

Material 

Kind  of  construction . 


Number  of  water-fight  transverse  bulkheads 

under  covered  space 

Planking 


Shape  of  bow . 


Shape  of  stem 

Number  of  funnels . 
Number  of  masts. . 
Rigging 


Standard  Dimensions. 

1.  Length  of  vessel  between  rear  face  of  prowpost  to  rear  face  of  sternpost  at  height  of  the  upper  surface  of 

the  upper  strake 

2.  Width  of  vessel  between  outer  surfaces  of  wales  at  the  middle  of  length  as  found  in  1 

3.  Depth  of  vessel  from  point  given  in  section  2,  article  20,  ship  measurement  ordinance,  to  the  upper  sur- 

face of  the  lower  transoms  at  the  middle  of  length  as  found  in  1 

Results  op  Measurement. 


Meters. 


Gross  tonnage. 


Cubic 
meters. 


Deductions. 


Cubic 
meters. 


1.  Space  under  the  uppermost  permanent  strake  (in  place  of 

tonnage  deck  indicated). 

2.  Break  or  breaks  (half  deck ) 

3.  Forecastle 

4.  Other  spaces 


I.  On  account  of  space  required  for  propelling  power. 
II.  Crew,  navigation,  etc.: 

1.  Space  for  sailors,  firemen,  etc 

2.  Ship's  stores,  sail  room,  etc 

3.  Spaces  for  water  ballast 

III.  Spaces  for  master 


Gross  tonnage. 


Total  deductions . 


Cubic 
meters. 


Regis- 
tered 
tons. 


Cubic 
meters. 


I'ens- 
tered 
tons. 


Gross  tonnage. 
Deductions . . . 


Net  tonnage. 


Final  result  of  measurement : 

Gross  tonnage 

Net  tonnage 


In  accordance  with  ship  measurement  ordinance  of  March  1,  1895,  this  measurement  certificate  is  made  out 

from  the  measurement  completed  this day  of  ,  19 . . ,  by   the   measurement   board 

at by  the  complete  method. 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL. 


345 


For  Steam  and  Sailing  Vessels  Measured  by  the  Abbreviated  Method. 

german  empire. 


Form  C. 


Kind  of  vessel. 

Name  of  vessel. 

Distinctive  signal. 

Nationality  home  port. 

PROVISIONAL  MEASUREMENT  CERTIFICATE. 
Description  of  Vessel. 


Number  of  water-tight  transverse  bulkheads. 

Number  of  water-ballast  tanks  with  hatches. 

Standard  Dimensions. 

1.  Length  of  vessel  from  the  rear  face  of  prow  post  to  rear  face  of  sternpost  i  in  vessels  with  patent  rudder  to  middle 

of  rudder  post)  measured  along  uppermost  permanent  deck 

2.  Greatest  beam  of  vessel  between  outer  surface  of  planking  or  wales 

3.  Perimeter  of  vessel  found  according  to  article  IS,  ship  measurement  ordinance,  around  outer  surface  of  hull. . 

4.  Greatest  length  of  engine  room  including  any  permanent  coal  bunkers  between  limiting  bulkheads  extending 

from  side  to  side 

Measurement  Results. 


Meters. 


Gross  tonnage. 


Cubic 
meters. 


Deductions. 


Cubic 
meters. 


1.  Space  under  upper  deck 

2.  Quarter-deck  cabin  or  poop. 

3.  Forecastle 

4.  Spaces  under  bridge  deck. .. 

5.  Break  or  breaks 

6.  Other  spaces 

7.  Excess  of  hatchways 


I.  On  account  ot  space  required  for  propelling  power 

II.  Crew,  navigation,  etc.: 

1.  Spaces  for  sailors,  firemen,  deck  officers,  cooks, 

steward,  etc 

2.  Spaces  for  officers,  engineers,  etc 

3.  Wheelhouses,  chart  houses,  etc 

4.  Sail  room 

5.  Ship's  stores 

6.  Spaces  for  water  ballast 

III.  Spaces  for  the  master 


Gross  tonnage . 


Total  deductions . 


Gross  tonnage. 
Deductions 


Net  tonnage . 


Cubic 
meters. 


Regis- 
tered 
tons. 


Final  result  of  measurement: 

Gross  tonnage 

Net  tonnage 


Cubic 
meters. 


Regis- 
tered 
tons. 


In  accordance  with  ship  measurement  ordinance  of  March  1,  1895,  this  measurement  certificate  is  made  out  from 

the  measurement  completed   this    day  of    ,    19 ,  by  the  measurement  board 

at  by  the  abbreviated  method. 


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APPENDIX  VII. 


TECHNICAL   DIRECTIONS    ISSUED   DECEMBER,  1908,   BY 
THE  GERMAN  GOVERNMENT  TO  THE  SHIP  MEAS- 
UREMENT BOARDS  CONCERNING  THE   EXECU- 
TION   OF   THE   SHIP-MEASUREMENT 
ORDINANCE  OF  MARCH    1,  1895. 

347 


APPENDIX  VII. 


TECHNICAL  DIRECTIONS  ISSUED  DECEMBER,  1908,  BY  THE  GERMAN  GOVERNMENT 
TO  THE  SHIP  MEASUREMENT  BOARDS  CONCERNING  THE  EXECUTION  OF  THE 
SHIP-MEASUREMENT    ORDINANCE    OF    MARCH    1,   1895. 


I. — To  articles  4  and  10  of  the  ship-measurement  ordinance. 

SHELTER  DECKS. 

1.  If  the  upper  complete  deck  of  a  ship  has  a  permanent  opening,  i.  e.,  survey  opening 
(figs.  1,  la,  and  2  of  drawings  hereto  attached)  of  the  size  and  structure  as  given  under  I.  2,  or, 
if  in  the  outer  sheathing,  openings  of  sufficient  size  are  arranged  (compare  I.  3,  and  fig.  2),  and 
if,  in  addition,  in  both  cases  in  the  sidewall,  i.  e.,  below  these  survey  openings,  it  is  provided  with 
ports  and  scuppers,  then,  at  the  written  request  of  the  shipowner  (compare  1),  such  a  deck  is 
regarded  by  the  measurement  boards  as  a  shelter  deck  or  protected  deck.  As  such  it  is  not 
considered  as  a  tonnage  deck  (par.  4),  nor  is  the  space  below  to  the  next  deck  (par.  10)  con- 
sidered as  a  between-deck  space.  The  assumption  is,  however,  that  in  the  determination  of  the 
freeboard,  the  vessel  is  also  treated  as  a  shelter-deck  vessel,  and  the  freeboard  is  measured 
downward  from  the  line  of  the  deck  below  the  shelter  deck.  This  must  be  proven  by  a  free- 
board certificate.     (Seel.  8.) 

The  deep-load  line  of  shelter-deck  vessels  in  salt  water  (including  the  summer  load  line  for 
the  Indian  and  Pacific  Oceans)  must,  however,  never  he  higher  than  the  upper  edge  of  the 
planking  of  the  deck  below  the  shelter  deck,  i.  e.,  the  upper  edge  of  the  plates,  if  no  wooden  deck 
is  present.     For  the  deep-load  line  in  fresh  water,  this  consideration  of  a  limit  is  not  prescribed. 

SURVEY  OPENING  IN  THE  SHELTER  DECKS. 

2.  The  size,  position,  and  build  of  a  survey  opening  in  the  deck  must  satisfy  the  following 
minimum  requirements.     (Compare  also  figs.  1,  la,  3,  and  4.) 

(a)  The  deck  opening  must  be  arranged  symmetrically  to  the  middle  plane  of  the  ship. 

(&)  The  distance  of  the  aft  side  of  a  survey  opening,  lying  in  the  aft  part  of  the  ship,  from 
the  after  surface  of  the  sternpost  must  not  be  less  than  one-twentieth;  and  the  distance  of  the 
fore  side  of  an  opening,  lying  in  the  forward  part  of  the  ship,  from  the  after  surface  of  the  stem 
must  not  be  less  than  one-fifth  of  the  standard  length  of  the  ship. 

(c)  The  clear  breadth  of  these  openings  must  at  least  be  equal  to  the  breadth  of  the  aft 
normal  loading  hatch  on  the  shelter  deck. 

(d)  The  clear  length  of  the  opening  must  not  amount  to  less  than  1.22  meters  (4  feet). 
(Compare  figs.  3  and  4.) 

(e)  In  case  there  is  a  breast  or  coaming  around  the  survey  opening,  it  must  not  be  higher 
than  the  surface  of  the  iron  or  the  wooden  deck  by  more  than  0.3  meters  (12  inches). 

(/)  A  cover  must  be  only  "provisional,"  not  "permanent,"  wooden  covers  that  can  be 
taken  away  (not  those  of  iron)  are  permissible.  The  covers  may  also  be  fastened  by  means  of 
eyebolts  and  rope  lashings  "in  the  interior  of  the  deck  openings."  On  the  other  hand,  clamps 
which  are  riveted  or  screwed  on  the  coamings,  as  well  as  the  wooden  or  iron  hatch  hangers,  are 
not  permissible ;  the  wooden  covers,  moreover,  must  not  be  battened  down  against  one  another 
or  against  the  coaming.  Rail  supports  riveted  to  the  coaming  of  the  survey  opening  may  be 
constructed  only  in  such  manner  (compare  fig.  3)  that  the  use  of  them  for  battening  is  excluded; 
because  battening  itself  is  forbidden  in  survey  openings. 

349 


350  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


SURVEY   OPENING   IN   THE    OUTER   SHEATHING. 


3.  For  the  size  of  the  survey  openings  in  the  outer  sheathing,  neither  minimum  measure- 
ments nor  building  lines  are  given.  Upon  request  being  sent  in,  they  are  decided  for  each 
case.     Beams  may  pass  through  these  openings. 

TREATMENT   OF  THE    SPACES    BETWEEN    THE    SHELTER    DECK    AND   THE    UPPER    DECK.       WATER   PORTS,    SCUPPERS, 

AND   PASSAGEWAYS  SECS.  4   TO    7). 

4.  If  the  above  given  conditions  are  all  fulfilled,  or  if  the  side  openings  in  the  outer  sheathing 
are  regarded  as  sufficient,  then  the  space,  shaded  in  1,  la,  and  2,  below  such  survey  openings 
between  the  bulkheads  dividing  these  fore  and  aft,  can  be  treated  in  the  survey  as  if  the  deck 
above  it  were  entirely  lacking;  it  can,  therefore,  be  excluded  from  measurement.  The  clear 
measure  of  the  water  ports  to  be  made  in  the  shaded  spaces  is  according  to  the  size  of  the  space 
and  the  size  of  the  survey  opening.  There  must  be,  however,  on  each  side  a  water  port  of  not 
less  than  0.38  by  0.51  meters  (15  by  20  inches),  the  lower  edge  of  which  is  to  he  as  low  as  possible 
above  the  deck.  For  the  fixing  of  the  trapdoor  which  swings  toward  the  outside,  a  ring  bolt 
with  rope  gasket  is  allowed,  and  a  simple  cross  in  the  opening  in  order  to  prevent  objects  from 
falling  through  is  also  permissible.  For  the  carrying  off  of  the  water  in  the  space  shaded  (figs. 
1,  la,  and  2),  there  must  be  on  each  side  at  least  one  scupper  leading  to  the  outside,  the  cross 
section  of  which  must  not  be  smaller  than  that  of  a  circular  surface  of  9  centimeters  diameter. 
Arrangements  for  the  closing  of  these  scuppers  must  not  be  present;  on  the  other  hand,  in  case 
of  a  larger  clear  cross  section,  back  valves  are  permissible.  A  reliable  form  of  these  scuppers  is 
given  in  fig.  5. 

5.  The  spaces  fore  and  aft  of  this  space,  shaded  in  figs.  1,1a,  and  2,  are  treated  in  a  technical 
manner  as  superstructures.     (Sees.  13Aa  of  the  ship-measurement  ordinance.) 

6.  If  such  superstructures,  by  means  of  transit  openings  in  the  bulkheads,  are  made  into 
open  ones,  the  construction  directions  given  in  II.  1,  with  the  exception  of  iron  plates,  are  to  be 
followed.  In  case  these  superstructures  are  used  for  cargo,  travelers,  or  troops,  that  which  is 
contained  in  Rule  II.  4  holds  good. 

In  these  superstructures  under  the  shelter  deck,  every  division  made  by  cross  bulkheads 
must  have  on  each  side  of  the  ship  at  least  one  scupper  of  the  construction  and  size  as  stated 
under  4.     In  case  of  large  divisions,  several  scuppers  will  be  necessary  in  each  division. 

7.  Differentiating  from  the  instructions  under  II.  1,  only  one  transit  opening  is  necessary 
if  the  survey  opening  is  arranged  in  the  boundary  position  in  the  bulkhead  lying  in  the  front  or 
back  of  it,  i.  e.,  of  the  poop  or  rear  bulkhead.  This  opening,  however,  must  lie  amidships  in  order 
to  make  this  superstructure,  which  is  shut  off  by  a  bulkhead,  into  an  open  structure  winch  can 
likewise  be  shut  off.     (Compare  the  aft  bulkhead  in  the  shelter  deck  in  fig.  1  a.) 

8.  With  every  written  request  of  an  owner  which  has  been  filed  with  the  measurement 
boards  for  the  exclusion  of  the  shelter  deck  and  the  superstructures  under  the  shelter  deck,  there 
must  be  two  copies  of  the  plans  of  the  ship.  The  length  sections  and  deck  plans,  on  which  the 
position  of  the  survey  openings,  the  water  ports  or  scuppers,  and  of  the  presumptive  situation 
of  the  deep-load  line  are  shown,  must  be  inclosed.  There  must  also  be  shown  in  the  drawing,  by 
shading,  what  parts  of  the  superstructure  under  the  shelter  deck  are  to  be  excluded  from  meas- 
urement. Detailed  drawings  (2  copies)  are  to  be  handed  in  containing  a  written  statement  of 
the  dimensions  of  the  survey  openings  in  the  shelter  deck,  of  the  sides  of  the  ship,  of  the  transit 
openings  in  the  end  and  bulkheads,  of  the  superstructures  which  are  to  be  excluded,  and  of  the 
portholes  and  the  scuppers.  These  drawings  must  show  plainly  the  type  of  the  intended  pro- 
visional opening.  Every  change  of  the  opening  is  to  be  indicated  to  the  measurement  boards, 
according  to  section  33  of  the  ship-measurement  ordinance. 

Without  a  written  request,  the  treatment  of  a  ship  as  a  shelter-deck  ship,  or  the  exclusion  of 
the  superstructures  lying  under  the  shelter  deck,  may  not  take  place,  even  when  the  conditions 
made  are  fulfilled.  The  ship-measurement  boards  must  immediately  lay  before  the  bureau  of 
registry  the  request  of  the  shipowner  with  a  copy  of  these  drawings. 

In  case  of  old  ships,  which  have  already  received  a  freeboard  mark,  the  proof  demanded 
under  I.  1  must  be  given  bjr  handing  in  the  freeboard  certificate,  or  a  copy  of  it,  upon  making 


MEASUREMENT    OF    VESSELS    FOE    PANAMA    CANAL.  351 

the  request.  In  case  of  new  ships,  however,  it  is  oniy  necessary  that  a  declaration  be  made  in  the 
request  by  the  owners  that  the  conditions  regarding  the  freeboard  will  be  fulfilled.  The  further 
control  of  it  is  exercised  directly  by  the  Rureau  of  Registry.  During  the  measuring,  or  in  case 
of  new  ships  during  final  measurement,  the  agreement  of  the  construction  of  a  ship  with  these 
drawings  is  to  be  determined  and  to  be  certified  on  the  drawings  by  the  measurement  boards. 

II.— To  article  ISAa. 

SUPERSTRUCTURES    WHICH    ARE    BUILT    OPEN    BY   MEANS    OF    OPENINGS    IN   THE    END    AND    BETWEEN    BULKHEADS. 

1 .  Superstructures  (poop,  bridge  house,  and  forecastle)  are  to  be  looked  upon  as  not  closed 
and  as  not  suitable  for  the  stowing  of  goods  or  provisions,  or  for  the  housing  or  other  conveniences 
of  the  ship's  crew  and  passengers,  and,  therefore,  according  to  article  13Aa  of  the  ship-measure- 
ment ordinance,  to  be  excluded  from  measurement,  if  in  one  of  the  end  bulkheads  upon  each  side 
of  the  ship  there  is  at  least  one  opening.  For  the  size  and  arrangement  of  such  openings,  the 
following  conditions  control.     (Compare  also  figs.  6  to  13.) 

(a)  The  clear  width  must  at  least  amount  to  0.91  meters  (3  feet). 

(b)  The.  clear  height  to  be  at  least  1.22  meters  (4  feet). 

(c)  The  foot  plate  (sill),  if  there  be  one  to  the  opening,  must  not  be  more  than  0.61  meters 
(2  feet)  above  deck. 

(d)  The  opening  may  be  provisionally  closed.  There  must,  however,  be  no  doors  or  other 
means  which  are  applied  permanently,  as,  for  instance,  bolt  holes,  door  hinges,  etc.,  which 
indicate  the  intended  permanent  closing  of  the  openings  in  the  bulkhead.  The  opening  is 
looked  upon  as  provisional  if  planked  pieces  are  loosely  laid  between  (C  or  ~"J_)  hon  channel  or 
angle  bars  (figs.  6  to  8),  or  wooden  frames  or  iron  plates  are  used  (figs.  9  to  13).  Such  frames 
and  plates  may  be  held  down  either  by  means  of  hook  bolts  which  encircle  angle  irons  fastened 
to  the  bulkheads  within  the  opening,  or  by  wooden  or  iron  crosspieces  which  are  laid  loosely 
diagonally  across  the  opening  (figs.  12  and  13). 

•  In  case  of  none  of  these  provisional  openings,  however,  may  battening  material  be  used. 

If  one  part  of  the  superstructure  is  bordered  by  a  bulkhead  (see  fig.  la)  reaching  from 
side  to  side,  then  this  space  is  also  exempted,  provided  there  are  openings  in  this  bulkhead  on 
each  side  of  the  ship,  the  size  and  build  of  which  correspond  to  the  above  stated  conditions. 
It  does  not  matter  whether  the  bulkhead  is  of  iron,  steel,  or  wood,  or  whether  the  latter  consists 
of  fastened  or  only  loose  planks  not  screwed.     Only  lath  bulkheads  are  left  out  of  consideration. 

If  in  the  end  bulkhead,  or  between  the  bulkhead  of  a  superstructure  which  reaches  from 
side  to  side,  there  is  only  one  opening  on  the  side  of  the  ship  of  the  already  stated  -size  and 
build,  then  the  superstructure  is  to  be  excluded  from  the  measurement  only  if,  besides  that,  a 
sufficient  number  of  ports  and  scuppers  are  arranged  on  each  side  of  the  ship  for  letting  off  the 
water.  Ports  and  scuppers  must  meet  the  conditions  given  under  I.  4.  If  the  space  is  divided 
by  between  bulkheads,  there  must  be,  besides  the  scuppers,  at  least  one  port  in  every  division 
on  each  side  of  the  ship. 

SUPERSTRUCTURES    BUILT  OPEN   BY   MEANS   OF   OPENINGS   IN   THE    SIDES. 

2.  Superstructures  (poop,  bridge  house,  and  forecastle)  are  to  be  looked  upon  as  not  closed 
if  their  sides  have  openings  which  are  sufficiently  long  and  high.  In  this  case  ports  and  scuppers 
are  necessary.  The  regulations  under  I.  4  and  6  hold  good  here  also,  with  the  difference  that 
iron  plates  are  admissible  as  provisional  covers  for  the  openings  in  the  bulkheads. 

COVERED    WELL. 

These  regulations  also  apply  to  ships  in  which  the  side  openings  have  arisen  not  by  being 
cut  through  the  outer  sheathing,  but  simply  by  the  poop,  the  forecastle  and  the  bridge  house 
being  connected  above  by  means  of  a  deck  with  a  sheerway,  and  below  by  a  canvas  bulwark, 
a  covered  ''well"  being  in  a  certain  sense  thus  created. 


352  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

SUPERSTRUCTURES    BUILT   OPEN    BY   MEANS   OF   OPENINGS   IN   THE    DECK. 

3.  Superstructures  can,  finally,  just  as  spaces  under  the  shelter  deck,  become  ''not  closed 
ones,"  in  the  sense  of  article  13Aa  of  the  ship-measurement  ordinance,  by  means  of  openings 
in  the  deck  in  connection  with  ports  and  scuppers. 

Concerning  the  deck  opening  (opening  for  survey),  the  conditions  given  under  I.  2a  and 
c  to  f  must  be  fulfilled. 

At  least  one  port  must  be  arranged  on  each  side  of  the  deck  opening.  In  addition  to  that, 
the  space  as  well  as  any  of  its  divisions,  in  case  it  is  divided  by  between  bulkheads,  must  allow 
the  water  to  run  off  through  the  scuppers.  For  the  choice  in  the  measurement  of  the  ports,  the 
number  of  scuppers,  and  the  arrangement  and  sizes  of  both,  the  directions  given  under  I.  4 
hold  good. 

USE   TO    WHICH   OPEN    SUPERSTRUCTURES   ARE   PUT. 

4.  Whatever  cargo  is  carried  in  these  spaces  excluded  from  measurement,  according  to 
1  to  3,  does  not  affect  the  measurement.  If,  however,  in  any  of  the  excluded  superstructures 
or  any  parts  of  them,  passengers  or  troops  are  actually  housed,  or  if  such  superstructures  serve 
only  as  conveniences  for  passengers  or  troops,  then  the  superstructures  in  question  must  be 
included  in  the  measurement,  whether  a  change  of  the  arrangement  for  the  closing  has  taken 
place  or  not. 

APPLICATION    FOR    EXEMPTION.      FREEBOARD. 

5.  Upon  the  written  request,  without  which  the  exclusion  of  the  superstructures  reaching 
from  side  to  side  can  not  take  place,  the  directions  under  I.  8  are  applicable.  (Compare  also 
fig.  1.) 

The  proof  demanded  in  the  case  of  shelter-deck  ships  concerning  the  freeboard  is  not 
necessary  in  the  case  of  superstructures. 

III.— Article  18Bc. 

BAKERIES. 

In  addition  to  that  which  is  stated  in  article  13Bc,  bakeries  in  which  there  are  baking 
ovens   are   also   excluded  from   measurement. 

IV. — Article  14  under  5. 

WATER    BALLAST   TANKS. 

In  contrast  to  double  bottoms,  all  other  water  ballast  spaces  that  are  built  solidly  into  the 
ship,  as  for  instance  the  collision  compartments,  high  tanks,  side  and  topside  tanks,  deck  tanks, 
etc.,  are  measured  into  the  gross  tonnage  and  again  deducted.  It  does  not  matter  whether 
they  extend  from  side  to  side  or  not,  or  where  they  lie:  (1)  If  they  are  meant  for  the  reception 
of  water  ballast;  (2)  if  they  are  accessible  only  by  manholes  of  ordinary  size;  and  (3)  if  they 
are  designated   plainly  as  water  ballast  spaces. 

The  shipowner  is,  however,  first  to  make  a  written  request  for  the  deduction  to  the  ship 
measurement  boards,  and  plainly  to  designate  these  tanks  with  the  manholes  in  the  ship's 
drawings,  according  to  article  31  of  the  ship  measurement  ordinance.  Only  in  doubtful  cases 
are  special  drawings  of  these  tanks  and  explanation  about  their  use  to  be  submitted  by  the 
shipowner.     The  form  and  number  of  the  manholes  is  a  matter  of  indifference. 

The  deck  of  such  a  tank  must  be  water-tight  and  solidly  built;  cement  fillings  between  the 
beams  are  not  regarded  as  water-tight  construction. 

In  case  of  older  ships,  in  which  deduction  of  such  tanks  has  not  yet  been  made,  a  request 
by  the  shipowner  for  such  deduction  can  be  granted.  Each  part  of  the  side  tanks  that  lies 
between  water-tight  tank  bulkheads  is  measured  by  itself  and  marked  as  water  ballot  space. 

In  the  calculation  of  the  contents  of  every  part,  its  height  is  to  be  divided  into  as  many 
parts  of  a  whole  number  as  is  prescribed  for  the  depths  in  the  cross  section  of  the  ship  below 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  353 

the  tonnage  deck.  The  breadth  of  these  water  ballast  spaces  is  measured  clear  from  the  inner 
plank  to  those  places  which  are  the  standard  for  the  measuring  of  the  breadth  in  the  determina- 
tion of  the  contents  of  the  cross  section  below  the  tonnage  deck. 

TOPSIDE    TANKS. 

In  the  same  manner  each  separate  topside  tank  is  measured  by  itself. 

COLLISION   COMPARTMENTS. 

Ill  calculating  the  contents  of  collision  compartments,  the  same  height  of  the  floor  timbers 
is  everywhere  taken,  i.  e.,  the  one  taken  at  the  collision  bulkhead;  or  if  the  height  of  the  floor 
timbers  lying  alongside  in  the  collision  compartments  is  less,  then  the  latter  is  taken  (compare 
14  and  15).  The  contents  of  the  collision  holds  are  always  determined  by  means  of  vertical 
cross  sections.  In  case  of  collision  holds  of  ordinary  length,  three  cross  sections  will  be 
sufficient. 

If  a  collision  hold  reaches  above  the  upper  deck,  up  to  a  half  deck,  then  the  part  under 
the  upper  deck  is  to  be  computed  in  the  above  way.  The  part  lying  above  it  is  to  be  reckoned 
as  a  superstructure,  i.  e.,  its  horizontal  cross  section  to  the  half  height  is  to  be  measured  at 
three  breadths,  and  the  surface  of  this  cross  section  is  to  be  multiplied  by  the  mean  height. 

If  the  screw  shaft  without  bulkheads  leads  through  the  water  ballast  space,  the  tank  is 
deducted  from  the  gross  tonnage;  but  a  real  shaft  tunnel  within  the  tank  is  not  added  to  the 
actual  engine  room. 

V. — Article  15  under  S. 

SHAFT   TUNNELS   AND   SPACES    FOR    THE    THRUST    BEARING    WITHOUT    BULKHEADS. 

In  case  of  vessels  with  a  shaft  tunnel  and  thrust-bearing  space  without  bulkheads  the 
following  is  to  be  observed  for  ascertaining  their  contents: 

(a)    FOR    SINGLE    SCREW    SHIPS. 

For  the  shaft  tunnel,  the  usual  measurements  corresponding  to  the  size  of  the  ship  are  to 
be  chosen.  For  the  thrust-bearing  space,  the  breadth  can  be  determined  in  such  manner 
that  the  bearings  are  accessible  on  all  sides,  and  the  nuts  on  the  same  can  be  tightened.  For 
the  height  of  this  space,  such  a  dimension  is  to  be  used  as  is  necessary  to  carry  on  all  work 
within  it.     In  general,  in  small  ships,  a  height  of  2.14  meters  (7  feet)  is  sufficient. 

(b)    FOR    TWIN    SCREW    SHIPS. 

If  the  shaft  tunnels  or  the  bearings  lie  free  in  a  space  extending  from  side  to  side  (it  is  not 
a  question  here  of  separation  from  the  real  engine  room),  the  whole  breadth  of  the  space  from 
board  to  board  can  be  taken  into  consideration  in  determining  the  actual  engine-room  space. 
If,  however,  there  are  dynamos,  ice,  and  other  such  auxiliary  machines  which  are  not  directly 
a  part  of  the  main  engine,  their  holds  are  first  separated  from  the  shaft  and  bearing  space, 
inclusive  of  the  space  necessary  for  attending  to  them  (perhaps  0.3  meter  in  circumference); 
and  this  is  also  done  with  the  height  of  the  auxiliary  machine  in  so  far  as  it  does  not  extend 
beyond  the  height  of  the  shaft  and  bearing  space  which  is  to  be  taken  into  account.  In  case 
of  small  steamers,  a  height  of  the  bearing  space  of  1.S3  meters  (6  feet)  is  generally  sufficient. 
Magazines  are  also  deducted  from  the  shaft  and  bearing  spaces. 

VI. — Article  15  under  4- 

CALCULATION    OF   THE    LENGTH   OF   THE    LIGHT  AND   AIR   SHAFTS   FOR   THE    ENGINE    AND    BOILER   ROOMS. 

The  length  of  light  and  air  shafts  which  are  to  be  taken  into  account  must  not  exceed 
the  length  of  the  engine  and  boiler  rooms.  If  a  part  of  the  deck  plated-over  reaches  into  the 
shaft  the  length  of  this  part  is  deducted  from  the  length  of  the  shaft  which  is  in  this  deck. 


354  MEASUREMENT    OF    VESSELS    FOR   PANAMA    CANAL. 

For  these  shafts,  no  greater  width,  independent  of  the  real  breadth,  must  be  taken  into 
account  than  one-half  of  the  largest  interior  breadth  of  the  ship  in  the  middle. 

This  limitation,  however,  ceases  if,  in  the  case  of  small  ships,  the  boiler  requires  a  wider 
space. 

VII. — Article  16  of  the  instructions  for  ship  measurement,  paragraph  3  under  8. 

LENGTH    OF  THE    ACTUAL   ENGINE    ROOM. 

The  aft  limitation  of  the  actual  engine  room,  i.  e.,  of  the  hold  which  is  exclusively  occu- 
pied by  the  engine  and  boilers  and  is  necessary  for  the  effective  handling  and  proper  working 
of  the  same,  shall  not  be  any  farther  back  of  the  end  surface  of  the  cylinder  or  the  slide  valve 
than  is  necessary.  In  general,  1.22  meters  (4  feet)  is  considered  sufficient  space.  Greater 
measurement  can  not  be  taken  into  account  without  directions  of  the  Bureau  of  Eegistry. 

If  certain  conditions  make  a  diversion  from  the  directions  concerning  the  measurement 
of  the  actual  engine-room  space  necessary,  according  to  the  view,  of  the  measurement  boards, 
the  affair,  is  to  be  laid  before  the  Bureau  of  Registry  with  explanation  and  drawings  for  decision 
before  a  survey  can  be  made. 


VIII.— /« 


ascertaining  the  actual  engine  space,  the  aforementioned  limitations: 


Shall  not  be  applied  in  the  case  of  fishing  steamers,  tugboats,  or  yachts,  nor  in  case  of 
screw  or  paddle  wheel  steamers  the  deduction  of  which  for  the  spaces  of  the  propelling  power 
amount  to  32  per  cent  of  the  gross  tonnage  for  screw  and  37  per  cent  for  side  wheel  steamers. 

1.  In  regard  to  the  height  of  the  bearing  space.     (Compare  V.) 

2.  In  regard  to  the  length  of  the  engine,  boiler,  light,  and  air  shafts.     (Compare  VI,  sec.  1.) 

3.  In  regard  ^o  the  length  of  the  engine  room.     (Compare  VII.) 

4.  In  regard  to  the  length  of  the  boiler  space.  (Compare  art,  16  under  3,  pars.  3  and  4, 
of  the  instructions  for  ship  measurement,  Mar.  26,  1895.) 

The  directions  under  VI,  section  2,  however,  in  regard  to  the  breadth  of  the  engine  and 
boiler  shafts,  and  that  under  V.  b,  concerning  the  auxiliary  machines  and  magazine  spaces, 
apply  to  such  vessels. 

The  former  technical  rules  of  February  7,  1907,  are  hereby  annulled. 

Imperial  Bureau  of  Registry. 
Berlin,  December,  1908. 


Appendix  I. 


I.  Form  of  request  for  the  treatment  of  a  ship  as  a  shelter  deck  ship,  and  for  the  exemption  of  spaces  under  the  shelter  deck. 

On  the  basis  of  the  inclosed  drawings,  I  make  request  that  my  steamer  —  —  be  regarded  in  the  survey  as  a  shelter- 
deck  ship,  and  that  the  spaces  which  are  shaded  in  the  length  section  and  deck  plans  be  exempted  from  measurement. 

FOR   SHIPS    WITH   FREEBOARD   CERTIFICATE. 

The  freeboard  is  set  off  from  the  deck  under  the  shelter  deck  (see  the  inclosed  copy  of  the  freeboard  certificate), 
and  the  deep-load  line  in  salt  water  (including  the  summer-load  line  for  the  Indian  and  Pacific  Oceans)  does  not  lie 
above  the  deck  line  under  the  shelter  deck. 

WITH   SHIPS    WITHOUT  THE    FREEBOARD   CERTIFICATE. 

• 

The  treatment  of  the  ship  as  a  shelter  deck  ship  will  be  requested.  In  any  case,  I  bind  myself  to  guarantee  that 
the  deep-load  line,  including  that  for  the  Indian  and  Pacific  Oceans,  does  not  come  above  the  deck  lying  below  the 
shelter  deck.  If  passengers  are  carried  in  all  or  in  parts  of  the  exempted  space,  I  bind  myself  to  have  the  ship  sur- 
veyed for  the  purpose  of  having  these  spaces  measured,  regardless  of  whether  a  structural  change  in  the  openings  has 
taken  place  or  not. 

II.  Form  ofrequestfor  the  exemption  of  superstructures  which  are  built  open. 

On  the  basis  of  the  inclosed  drawings,  I  ask  for  the  exemption  of  the  shaded  parts  of  the of  the  length  sec- 
tion and  deck  plan  of  my  steamer  -  — .  In  case  passengers  are  carried  in  all  or  in  parts  of  the  exempted  spaces,  I 
guarantee  to  have  the  ship  surveyed  for  the  measurement  of  these  spaces,  regardless  of  whether  a  structural  change  in 
the  openings  has  taken  place  or  not. 


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APPENDIX  VIII. 


COMPARATIVE  ANALYSIS  OF  THE   FRENCH,  BRITISH, 
AND  GERMAN  SHIP  MEASUREMENT  RULES. 

355 


APPENDIX  VIII. 


COMPARATIVE  ANALYSIS  OF    THE    FRENCH,  BRITISH,  AND    GERMAN    SHIP  MEAS- 
UREMENT RULES.1 


FRANCE. 


i. — Methods  of  measurement. 
The  Tonnage  Deck. 

ENGLAND. 


I 


GERMANY. 


The  tonnge  deck  is  the  second  deck  from  the  bottom.  The  only  difficulty  that  arises  comes 
from  the  omission  of  the  first  or  lower  deck,  which  is  sometimes  replaced  simply  by  beams, 
and  is  sometimes  entirely  omitted,  as,  for  example,  in  web-frame  ships.  In  such  cases  the 
tonnage  deck  is  the  first  or  lower  deck. 

THE    MEASUREMENT    AND    DIVISION    OF    THE    LENGTH.2 

The  length  of  deck  is  determined  in  the  same  way  in  all  three  countries. 
In  the  case  of  ships  with  regular  bottom  lines  the  deck  is  divided  up  into  sublengths  in  the 
three  countries  in  accordance  with  the  following  tables: 


Ships  15  m.  or  less  in  length, 

4  divisions. 
Ships  15  m.  to  37  m.  in  length, 

6  divisions. 
Ships  37  m.  to  55  m.  in  length, 

8  divisions. 
Ships  55  m.  to  69  m.  in  length, 

10  divisions. 
Ships  69  m.  to  85  m.  in  length, 

12  divisions. 
Ships  85  m.  to  103  m.  in  length, 

14  divisions. 
Ships    103    m.    to    122    m.    in 

length,  16  divisions. 
Ships    122    m.    to    144    m.    in 

length,  18  divisions. 
Ships    more    than    144    m.    in 

length,  20  divisions. 


Ships  50  feet  or  less  in  length, 

4  divisions. 
Ships  50  feet  to  120  feet  in 

length,  6  divisions. 
Ships  120  feet  to  180  feet  in 

length,  8  divisions. 
Ships  180  feet  to  225  feet  in 

length,  10  divisions. 
Ships  more  than  225  feet  in 

length,  12  divisions. 


Ships  15  m.  or  less  in  length, 

4  divisions.2 
Ships  15  m.  to  35  m.  in  length, 

6  divisions. 
Ships  35  m.  to  55  m.  in  length, 

8  divisions. 
Ships  55  m.  to  75  m.  in  length, 

10  divisions. 
Ships  75  m.  to  95  m.  in  length, 

12  divisions. 
Ships    95    m.    to    115    m.  in 

length,  14  divisions. 
Ships  more   than   115   m.  in 
length,  16  divisions. 
When  a  ship  has  an  irregular  bottom  line,  the  ship  is  first 
divided  up  into  several  longitudinal  sections  by  erecting  ver- 
tical planes  at  the  points  where  there  are  abrupt  changes  in 
the  bottom  line.     The  length  of  the  various  sections  of  the 


i  Translated  by  Capt.  J.  H.  Slattery,  C.  E.,  and  Lieut.  C.  Garlington,  C.  E.,  from  "Etude  Sur  le  Juageage,"  by  V.  Beret,  Controleur-Adjointde 
la  Navigation  de  la  Compagnie  Universelle  dit  Canal  Maritime  de  Suez,  1903.  Additions  and  changes  have  been  made  in  English  and  German  rules 
to  bring  thorn  up  to  date. 

2  The  measurement  and  division  of  the  length.    The  present  division  in  Germany  (ship  measurement  ordinance,  art.  6): 

Ships  of  15  meters  or  less  in  length 4  divisions. 

Ships  of  15  meters  to  37  meters  in  length 6  divisions. 

Ships  of  37  meters  to  55  meters  in  length S  divisions. 

Ships  of  55  meters  to  69  meters  in  length 12  divisions. 


357 


358 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


FRANCE. 

When  a  ship  has  an  irregular 
bottom  line,  the  division  into 
lengths  is  made  in  the  same 
way. 


ENGLAND. 


GERMANY. 


deck  are  then  determined  in  accordance  with  the  above  tables, 
just  as  if  each  section  were  the  deck  of  a  separate  ship. 


-r- - 

■*--»! 

V 

i 

i 

: 
i 

^N 

Re* 

i 
i 
! 

Rak 
AVJ 

Ifflfcr-  ballast        | 

1        Water- baf/ast 

Fig. 


When  the  length  of  a  sec- 
tion is  equal  to  or  less  than  30 
feet,  it  is  divided  into  only  two 
parts. 


In  the  case  of  very  short 
sections  the  measurement  is 
frequently  performed  by 
means  of  horizontal  planes. 

Sometimes  also  very  short 
sections  at  the  ends  are 
avoided  by  neglecting  the 
breaks  at  the  peaks  fore  and 
aft.  Afterwards  the  peak 
spaces  thus  included  in  the 
measurement  are  deducted 
from  the  principal  volume. 


MEASUREMENT    OF   THE    DEPTH. 


In  ships  of  regular  bottom  lines  the  depth  is  measured  in  the  same  way  in  all  three 
countries,  to  wit:  From  a  point  at  a  distance  below  the  deck  equal  to  one-third  of  the  rise  of 
the  deck  above  the  right  line  joining  its  edges,  to  the  top  of  the  frames,  or  to  the  inner  sheathing 
of  the  double  bottom  when  there  is  one. 

In  every  case  where  there  is  an  inner  sheathing  or  ceiling,  the  average  thickness  of  this 
sheathing  is  deducted. 

When  the  inner  bottom  sheathing  is  built  on  scantlings  the 
thickness  of  these  scantlings  is  not  deducted  in  either  England 
or  Germany. 

When  there  is  a  double  bottom  with  a  roof-like  inner  sheath- 
ing, as  indicated  in  fig.  2,  there  is  added  to  the  depth  a  correc- 
tion A,  B,  equal  to  one-half  of  A,  C. 


When  the  inner  sheathing  is 
built  upon  scantbngs  the  thick- 
ness of  these  scantlings  is  also 
deducted. 


Fig.  2. 


Fig.  8. 


MEAStjKEMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


359 


FRANCE. 


Where  the  bottom  line  is 
irregular,  they  substitute  for  it, 
in  France,  an  imaginary  bot- 
tom Line  formed  by  prolonging 
the  highest  line  of  the  double 
bottom  until  it  intersects  the 
line  of  the  frames  at  the  ex- 
tremities of  the  ship. 


ENGLAND. 


GERMANY. 


Mane  ae  /end  /ir/jvr 


Fig.  4. 

The  depths  are  taken  to  the 
bottom  line  thus  foimed. 

The  depth  is  divided  up  in 
accordance  with  the  following 
table: 

Depth  of  5  m.  or  less,  4  parts. 

Depth  of  more  than  5  m.,  6 
parts. 


When  the  inner  sheathing  of  the  double  bottom  is  curved, 
as  in  fig.  3,  the  correction  added  is  sometimes  equal  to  one- 
half  of  the  rise  A,  B,  and  sometimes  one-third  of  this  distance. 
The  practice  is  not  uniform  on  this  point.  The  practice  of 
adding  a  third,  as  is  done  to  allow  for  the  curvature  of  the 
deck,  seems  the  most  correct. 

When  the  bottom  line  is  irregular,  the  depths  are  measured 
in  every  one  of  the  several  sections  of  the  ship  formed  by 
erecting  vertical  planes  through  the  points  where  there  are 
abrupt  changes  in  lines — just  as  in  ships  with  regular  bottom 
lines. 


DIVISION    OF    DEPTH. 

Where  there  is  no  double  bottom  or  where  the  double  bottom 
is  such  that  the  lowest  width  measured  would  be  zero,  or 
a  very  small  figure,  the  depth  is  divided  up  in  accordance  with 
the  following  table: 


Depth  of  16  feet  or  less,  4 
parts. 
Depth  of  more  than  16  feet,  6 
parts. 


Depth  of  5  m.  or  less,  4  parts. 

Depth  greater  than  5  m.,  6 
parts. 

Where  there  is  a  double  bottom  such  that  the  lowest  width 
would  be  zero,  or  very  small,  the  depth  is  divided  into  a  num- 
ber of  parts  greater  by  one  than  those  given  above  (making  5 
or  7  parts,  according  to  circumstances),  and  the  lowest  part  is 
again  subdivided  into  4  more  part*.     (Fig.  5.) 


2 

A . 

4 

5 

6                                ^^ 

^^^_  -  -     _           n 

8        ^-^^ 

Fig.  5. 


360 


MEASUREMENT   OF   VESSELS  FOR  PANAMA  CANAL. 


FRANCE. 


ENGLAND. 
MEASUREMENT    OF    THE    WIDTH. 


GERMANY. 


The  depth  having  been  subdivided  into  several  parts,  as  explained,  the  width  of  the  ship 
between  the  inside  faces  of  the  ribs  is  measured  at  the  several  points  of  division. 

If  there  is  an  inner  sheathing,  the  widths  are  measured  between  the  inner  faces  of  this 


sheathing  reduced  to  its  mean  thickness. 


In  the  case  of  refrigerator 
compartments,  the  width  is 
ta'ken  between  the  inner  faces 
of  the  sheathing  in  direct  con- 
tact with  the  ribs. 


In  the  case  of  refrigerator 
compartments,  a  thickness  of 
3  inches  on  each  side  of  the 
ship  is  allowed  for  the  thick- 
ness of  the  sheathing.  Any 
excess  of  thickness  of  the  sides 
over  this  amount  is  included 
in    the   measurement   of   the 


width. 

When  there  are  water-ballast  spaces  in  the  sides,  the  inner  sheathing  of  which  rests  directly 
on  the  ribs,  the  widths  are  taken  between  the  inner  faces  of  the  inner  sheathing. 


In  the  case  of  refrigerator 
compartments,  the  widths 
are,  at  the  present  time,  taken 
between  the  inner  faces  of  ribs 
without  any  deductions.  It 
is  probable  that  the  Germans 
will  soon  conform  to  the  Eng- 
lish practice  on  this  point. 


France  they  have  not  yet 
treated  the  case  of  an  interior 
sheathing  of  a  water-ballast 
space  not  resting  immediately 
upon  the  ribs.  They  seem  in- 
clined in  such  case  to  measure 
the  width  only  to  the  face  of  the 
inner  sheathing,  subject  to  the 
condition  that  the  water-ballast 
space  can  not  be  used  for  the 
transportation  of  merchandise, 
provisions,  or  fuel. 


This  case  never  arises  in 
France.  The  English  practice 
would  probably  be  followed. 


If  the  inner  sheathing  of  a 
water -ballast  tank  does  not 
rest  directly  upon  the  ribs,  the 
widths  are  taken  between  the 
inner  faces  of  the  inner  sheath- 
ing, subject  to  the  condition 
that  the  Water-ballast  space 
may  not  be  used  for  merchan- 
dise, provisions,  or  fuel.1 


The  measurement  of  the 
first  or  upper  width  presents 
some  peculiarities  in  certain 
special  English  ships. 

In  the  case  of  a  turret  ship 
(fig.  6),  the  sides  are  assumed 
to  continue  up  to  the  top  of 
the  turret,  M,  M',  M",  M'", 
and  the  tonnage  deck  becomes 
A  B  between  these  walls.  The 
upper  width  is  measured  along 
the  line  C  D,  which  lies  at  a 
distance    below    the    highest 


If  the  inner  sheathing  of  a 
water- ballast  tank  does  not 
rest  directly  upon  the  ribs,  the 
widths  are  taken  between  the 
mterior  faces  of  the  inner 
sheathing,  if  the  water-ballast 
space  can  not  be  used,  and  is 
not  separated  from  the  water 
ballast  in  the  double  bottom. 
But  if  it  forms  a  water-ballast 
space  separated  from  the 
double  bottom,  the  widths  are 
taken  to  the  inner  faces  of  the 
ribs.  It  is  probable  that  the 
German  practice  will  even- 
tually follow  the  English  prac- 
tice.2 


The  German  practice  con- 
forms to  the  English  practice 
in  case  of  turret  ships. 


1  Merchant  Shipping  Act  of  1906 requires  that  all  water-ballast  tanks,  except  double  bottoms,  be  measured,  and  if  used  only  for  water  ballast,  be 
deducted  from  gross  tonnage. 

-  Technical  directions,  Art.  IV,  applies  the  same  provision  in  Germany. 


FRANCE. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 
ENGLAND. 

point  of  the  curved  deck  equal 
to  one-third  of  the  rise  of  tliis 
deck  above  the  line  A  B. 


361 


Fig.  6. 

In  the  case  illustrated  by 
fig.  7  (a  self-trimming  trunk 
vessel),  where  there  are  sharp 
angles  between  the  sides  and 
deck,  as  at  A  and  B,  instead  of 
curves  as  in  fig.  6,  and  where 
the  sides  forming  the  trunk 
join  the  deck  at  a  sharp  angle, 
as  at  F  and  G,  the  tonnage 
deck  is  taken  to  be  A  B,  and 
the  upper  width  is  taken  along 
the  line  C  D,  which  lies  at  a 
distance  equal  to  one-third  of 
the  rise  of  the  arc  (A  E  B)  be- 
low E,  between  the  points 
where  C  D  intersects  the  walls 
M  A  and  N  B  prolonged. 


This  case  is  never  met  with 
in  Germany.  The  custom 
would  probably  conform  to 
the  English  custom  if  it  did 
arise. 


Fig.  7. 
SUBDIVISION  OF  THE  DEPTH  AND  MEASUREMENT  OF  THE  WIDTH. 


In  a  new  case  which  just 
arose  in  England  (May,  1905) 
a  method  of  measuring  differ- 
ing somewhat  from  that  pre- 
viously employed  was  fol- 
lowed. The  case  was  that  of 
a  new  type  of  ship,  a  half  sec- 
tion of  which  is  represented  in 
the  figure  below.     (Fig.  S.) 

The  section  was  divided 
into  three  parts  CC'B'D, 
BB'A'A,  AA'D'D,  the  divid- 


61861°— 13 


362 


MEASUREMENT    OF    VESSELS   FOE   PANAMA   CANAL. 


FRANCE. 


ENGLAND. 

ing  lines  between  the  parts 
being  taken  at  points  where 
abrupt  bends  occurred  in  the 
frames  of  the  ship.  The  area 
of  the  portion  of  the  section 
corresponding  to  water -bal- 
last space  AHCB  was  not 
measured,  this  space  being 
considered  as  not  available 
for  merchandise,  provisions, 
or  fuel. 


H 


3 


.D' 


W-b 


TJ 


Fig.  8. 

In  part  AA'D'D  the  widths 
were  taken  between  the  inner 
faces  of  the  ribs,  but  in  parts 
CC'B'B  and  BB'A'A  they 
were  taken  to  the  interior  face 
of  the  sheathing,  forming  the 
inner  partition  of  the  water- 
ballast  sjiace. 

In  part  BB'A'A,  therefore, 
the  space  corresponding  to  the 
depth  of  the  ribs  was  included 
in  the  measurement. 


GERMANY. 


CALCULATION  OF  AREAS. 

In  all  three  countries  the  areas  of  the  sections  are  calculated  in  accordance  with  the  Moorsom 
system,  which  is  simply  an  application  of  the  parabolic  rule. 

When  the  depth  has  been  subdivided  into  an  odd  number 
of  subdivisions  (5  or  7)  the  area  of  the  section  is  the  sum  of 
two  parts  which  are  calculated  separately  in  the  same  way. 
The  first  part  comprises  the  upper  four  or  six  subdivisions,  the 
second  part  comprises  the  lower  part  which  has  been  itself 
divided  into  four  new  subdivisions. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  363 

FBANCE.  ENGLAND.  GERMANY. 

CALCULATION    OF    THE    PRINCIPAL    VOLUME. 


The  volumes  are  calculated 
When,  because  of  irregular- 
ity of  bottom  lines,  a  fictitious 
bottom  line  is  assumed,  it  is 
necessary  to  add  to  the  princi- 
pal volume  thus  calculated,  the 
volume  of  the  neglected  spaces 
lying  below  the  fictitious  bot- 
tom line,  and  to  deduct  the  vol- 
ume of  the  water-ballast  spaces 
above  this  line,  that  are  not  de- 
ducted by  the  method  of  taking 
the  measures  (peaks  and  deep 
tanks),  and  are  not  suitable  for 
carrying  merchandise,  provi- 
sions, or  fuel. 

The  volumes  of  these  spaces 
are  calculated  by  the  formula 
of  the  Moorsom  system  tor 
spaces  bounded  by  curved  sur- 
faces. 


in  accordance  with  the  rules  of  the  Moorsom  system. 

When,  because  of  the  irregularity  of  the  bottom  lines,  the 
principal  volume  has  been  divided  up  into  several  sections,  the 
ATolume  of  each  section  is  calculated  independently,  and  their 
sum  gives  the  total  volume. 

This  method  of  measurement,  itself,  eliminates  the  spaces 
between  the  ribs  and  frames,  as  well  as  the  water-ballast  spaces 
(peaks,  deep  tanks,  and  side-water  ballast),  which  have  been 
recognized  as  useless  for  the  transportation  of  merchandise, 
provisions,  or  fuel.1 


MEASUREMENT    OF    BREAKS. 

When  there  is  a  break  in  the  tonnage  deck,  the  volume  of  this  break  is  measured  in  accord- 
ance with  the  rules  of  the  Moorsom  system. 

MEASUREMENT    OF    BETWEEN-DECK    SPACES. 

The  length  of  a  between-deck  space  is  measured  at  half  height  and  is  divided  into  equal 
parts,  in  accordance  with  the  tables  which  in  each  country  regulate  the  subdivisions  of  the 
length  of  the  tonnage  deck. 

At  each  point  of  division  the  width  of  the  space  is  measured  at  half  height.  These  measure- 
ments of  the  width  are  subject  in  each  country  to  the  same  special  rules  that  regulate  the  meas- 
urement of  widths  in  determining  the  principal  volumes.  By  applying  these  widths  in  the 
parabolic  formula,  the  area  of  the  between-deck  spaces  is  obtained,  and  the  product  of  this 
area  multiplied  by  the  mean  height  gives  the  volume  of  the  space. 


MEASUREMENT    OF    SUPERSTRUCTURES. 

When  the  superstructures  are  of  any  geometrical  form,  the  corresponding  geometrical 
rules  are  applied  in  their  measurement.  When  the  superstructures  are  bounded  by  curved 
surfaces,  the  same  procedure  is  followed  as  is  followed  in  measuring  between-deck  spaces,  but 
the  length  is  divided  into  only  two  subdivisions.  The  width  is  therefore  measured  at  only 
three  points. 

1  Calculation  of  the  principal  volume.— Great  Britain:  The  Merchant  Shipping  Act  of  1906  provides  that  any  water-ballast  tanks  other  than 
double  bottoms  be  deducted  from  gross  tonnage  if  used  only  for  water  ballast.  This  means  that  such  water-ballast  spaces  are  first  included  in  gross 
tonnage.    Germany:  Provision  the  same  as  in  England.     (Technical  Directions,  Art.  IV.) 


364 


MEASUBEMENT   OF   VESSELS   FOB.   PANAMA   CANAL. 


FRANCE. 

When  the  length  is  such  that 
the  measurement  of  the  width 
at  three  points  is  not  sufficient 
to  give  a  reasonably  close  ap- 
proximation, a  greater  number 
of  subdivisions  is  made.  This 
matter  is  left  to  the  judgment 
of  the  surveyors. 


In  the  case  of  a  poop  round 
at  the  after  end,  the  width 
measured  nearest  the  stern  is 
zero  or  very  small.  The  width 
is  therefore  measured  at  a 
greater  number  of  points  in  or- 
der to  secure  a  sufficiently  close 
approximation. 


ENGLAND. 

In  England  only  three 
widths  are  taken  no  matter 
what  may  be  the  length  of  the 
space  to  be  measured. 

■x 


GERMANY. 

In  Germany  the  practice  is 
the  same  as  in  England. 


Fig.  9. 

In  the  case  of  a  poop  round 
at  the  after  end,  the  width  at 
the  stern  is  zero  or  very  small. 
In  lieu  of  this  value  of  the 
width  the  width  of  the  poop  at 
the  height  of  the  sternpost  or 
at  the  rudder  chock  is  used. 
(Fig.  9.) 

In  the  case  of  a  very  short 
poop  aft  round  at  the  after 
end,  where  the  width,  if  taken 
as  above  across  the  sternpost, 
would  be  taken  on  almost  the 
same  line  that  the  middle 
width  is  measured  on,  the 
width  nearest  the  stern  is 
measured  midway  between 
the  sternpost  and  after  end  of 
the  poop,  as  in  Germany. 
(Fig.  10.) 

ENGLAND. 

In  England  a  special  rule  is  followed  in  measuring  the  turret  of  a  turret  ship.  Although 
this  deck  space  extends  over  the  entire  length  of  the  ship,  it  is  not  measured  as  a  between-deck 
space,  but  as  an  ordinary  deck  space. 


Fig.  10. 

In  the  case  of  a  poop  round 
at  the  after  end,  they  take  for 
the  width  at  the  stern  the 
width  midway  between  the 
sternpost  or  rudder  chock  and 
the  after  end  of  the  poop. 
(Fig.  10.) 

In  Hamburg  they  take  the 
sternmost  measurement  across 
the  sternpost,  and  in  the  case 
of  a  very  short  poop,  where 
this  measurement  would  be  on 
almost  the  same  line  as  that 
on  which  the  middle  width  is 
taken,  they  take  two-thirds 
of  this  value  for  the  sternmost 
width. 


Fig.  11. 

The  width  at  the  bow  is  frequently  zero,  and  the  width  at  the  stern  is  also  frequently  the 
same.  Instead  of  applying  the  rules  given  hereinbefore  for  the  measurement  of  poops  round 
at  the  after  end  the  procedure  is  as  follows:  The  width  is  measured  along  the  line  AB,  which, 
measuring  from  the  stern,  is  one-third  of  the  distance  of  the  line  through  D  from  the  stern. 
From  the  line  through  D  the  turret  commences  to  diminish  in  width  toward  the  stern.  The 
width  so  determined  is  used  as  the  width  at  the  stern.  Thus,  instead  of  measuring  the  exact 
surface  of  the  turret  only  the  portion  that  is  hatched  in  the  figure,  which  is  noticeably  small, 
is  measured. 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL. 


365 


FRANCE.  |  ENGLAND.  GERMANY. 

In  France  there  has  as  yet  been  no  occasion  to  measure  turret  ships.  In  Germany  the 
English  custom  has  been  adopted. 

Whenever  it  is  necessary  superstructures  are  subdivided  into  parts  which  are  measured 
independently,  either  by  the  proper  geometrical  ride  or  by  the  special  rules  prescribed  for  the 
measurement  of  spaces  bounded  by  curved  surfaces. 

II. — Spaces  exempt  from  measurement. 

1.  Spaces  Located  below  the  Tonnage  Deck. 

The  spaces  below  the  tonnage  deck  exempt  from  measurement  are:  First,  spaces  between 
the  ribs  and  floor  beams,  which  are  always  exempt  no  matter  what  their  purpose  may  be;  second, 
water  ballast  spaces ' ;  the  water  ballast  spaces  which  are  not  exempt  under  the  preceding 
category  are  exempted  only  under  certain  conditions;  these  spaces  must  be  available  exclusively 
for  their  intended  purpose.  They  must  not  be  suitable  for  cargo,  fuel,  or  provisions.  Peaks  and 
deep  tanks  for  water  ballast  must  not  have  openings  in  them  larger  than  an  ordinary  sized  man- 
hole, and  their  tops  or  cedings  nmst  not  rise  more  than  a  foot  above  the  water  line.  These  various 
spaces  are  exempted  by  the  methods  used  in  taking  measurements,  as  already  explained.  There 
is  some  little  uncertainty  in  the  matter  of  side  water  ballast  spaces,  but  these  will  doubtless  be 
treated  in  the  same  way  as  bottom  water  ballast  spaces,  as  they  become  more  general. 

2.  Spaces  Above  the  Tonnage  Deck. 

(a)  spaces  exempt  on  account  of  not  being  closed-in  spaces. 

It  is  necessary  to  distinguish  between  two  classes  of  openings — those  in  the  decks  covering 
a  space,  that  is,  hatches;  and  openings  in  the  partitions  and  sides. 


In  France  the  matter  is  of 
small  importance,  since  under 
the  law  all  superstructures  are 
regarded  as  closed.  No  limit 
is  placed  on  the  dimensions. 


Strakes  of  a  height  of  0.15  m. 
are  allowed. 

There  must  not  be  any  fixed 
and  permanent  means  of  clos- 
ing. 


hatches.2 

In  England  no  dimensions 
have  been  definitely  laid  dowTi 
for  hatches  to  give  a  space  the 
character  of  an  open  space. 
In  practice  the  length  must  be 
at  least  4  feet.  The  width 
must  be  equal  to  half  the  width 
of  the  ship,  or  to  the  width 
of  the  nearest  freight  hatch. 

Strakes  of  a  height  of  12 
inches  are  allow  i . 

These  hatches  rmist  not 
have  any  visible  means  of  be- 
ing closed,  such  as  exterior 
cleats  to  which  a  tarpaulin 
might  be  fastened  in  order  to 
cover  ch£3e  openings.  Ex- 
terior angle  irons  such  as  AA 
(fig.  12)  to  support  modern 
hatch  covers  are  authorized; 
and  likewise  an  arrangement 
such    as    shown    in    fig.    13, 


In  Germany  a  hatch  must 
be  at  least  6£  sq.  m. ;  where  it 
is  double,  each  hatch  must  be 
at  least  5  sq.  m. 


Strakes  of  a  height  of  0.15 
m.  are  allowed. 

There  must  be  no  visible 
means  of  closing,  although 
the  arrangement  shown  in  fig. 
13,  as  allowed  in  England,  is 
also  permitted  in  Germany. 


1  Water  ballast  snatss;  See  note  1,  p.  363,  for  provisions  in  England  and  Germany. 

2  Hatches:  In  Germany  (Technical  directions,  Art.  I)  the  distance  of  the  alt  side  of  the  opening  in  the  aft  part  of  the  shelter  deck  from  the  after 
surface  of  the  stempost  must  not  be  less  than  one-twentieth  and  the  distance  of  the  fore  side  of  an  opening  in  the  forward  part  of  the  shelter  deck 
must  not  be  'ess  than  one-fifth  of  the  standard  length  of  the  ship.  The  clear  breadth  of  the  openings  must  be  at  least  equal  to  the  breadth  of  the 
aft  normal  loading  hatch  on  the  shelter  deck.  The  clear  length  must  not  be  less  than  1.22  meters  (4  feet).  No  coaming  should  be  higher  than  the 
surface  of  the  iron  or  the  wooden  deck  by  more  than  0.3  meter  (12  inches).  Openings  must  be  only  provisional  or  temporary.  They  may  be  fas- 
tened by  means  of  eyebolts  and  rope  lashings  in  the  interior  of  the  deck  openings,  but  clamps  screwed  or  riveted  on  the  coamings  are  prohibited, 
as  also  are  iron  or  wooden  hangers.  Covers  may  not  be  battened  down,  and  rail  supports  riveted  to  the  coaming  may  not  be  placed  so  as  to  be 
available  for  battening  purposes.    The  size  of  openings  in  the  outer  sheathing  is  not  specified,  but  is  decided  in  particular  instances. 


366  MEASUREMENT  OF  VESSELS  FOB  PANAMA  CANAL. 

FRANCE.  ENGLAND. 

where  the  deck  extends  be- 
yond the  edges  of  the  hatch 
so  as  to  provide  supports  for 
hatch  covers. 


Scuppers  are  required  but 
there  are  no  exact  rules  as  to 
their  size  or  number. 

There  must  be  at  least  one 
on  each  side  situated  at  the 
most  advantageous  point  for 
carrying  off  the  water. 


> 


Fig.  12. 


Fig.  13. 


There  must  also  be  in  the 
space  considered  at  least  one 
scupper,  on  each  side,  2  by  2 
feet,  or  18  b}^  12  inches. 
Ordinary  scuppers  are  re- 
quired, but  in  practice  they 
are  always  of  the  kind  that 
can  be  closed.1 

OPENINGS  IN  THE   SIDES.3 


These  openings,  when  no  means  of  closing  them  are  pro- 
vided, give  a  space  the  character  of  an  open  space,  provided 
there  are  scuppers  in  it. 

OPENINGS  IN  PARTITIONS.4 


U-shaped  irons  are  the  only 
permissible  method  of  closing. 


A  binding  strake  must  not 
exceed  0.45  m. 

In  order  to  make  a  space  an 
open  space,  there  must  be  one 
opening  in  the  axis,  or  two  in 
the  sides.  One  lateral  opening 
is  sufficient  if  scuppers  exist. 


U-shaped  irons  are  the  only 
permissible  method  of  closing. 
At  times,  however,  the  pres- 
ence of  holes  for  closing  bolts 
in  the  partitions  around  the 
circumference  of  openings  is 
overlooked. 

A  2-foot  binding  strake  is 
allowed. 

Two  lateral  openings,  each 

3  feet  wide,  classify  a  space  as 
open;  or  one  middle  opening 

4  feet  wide.  If  there  are 
scuppers,  one  lateral  opening 
is  sufficient. 


GERMANY. 


A  sufficient  number  of  scup- 
pers are  required  (opening  to 
be  not  less  than  0.08  m.) 
They  can  not  be  obturating 
scuppers.2 


There  are  no  definite  rules 
on  this  point.3 


The  only  means  of  closing 
partitions  are  U-shaped  irons.* 


Binding  strakes  of  0.5  m. 
are  allowed. 

A  space  is  not  classified  as 
open  unless  there  are  two 
openings  at  least  1.42  m.  in 
length  and  0.72  m.  wide. 


1  A  single  hatch  fulfilling  these  conditions  suffices  to  exempt  all  of  the  between-deck  space  of  a  shelter  deck,  provided  the  openings  in  the  par- 
titions in  this  between-deck  space  fulfill  the  prescribed  requirements.  In  accordance  with  the  latest  English  instructions  to  surveyors  (September, 
1905)  this  single  tonnage  hatch  in  a  shelter  deck  ought,  also,  to  fulfill  the  following  requirements:  Minimum  length  inside,  4  feet;  width  at  least  equal 
to  that  of  the  cargo  hatch  on  the  same  deck;  distance  of  the  after  side  of  this  hatch  from  the  sternpost,  at  least  one-twentieth  the  length  of  the  ship, 
as  given  in  the  ship's  papers. 

!  Scuppers  and  ports:  On  each  side  there  must  be  at  least  one  water  port  of  not  less  than  0.38  by  o.ol  meter  (1.5  by  20  inches).  For  fixing  the 
trapdoor  swinging  outward,  a  ring  bolt  with  rope  gasket  is  allowed;  and  a  single  cross  in  the  opening  to  prevent  objects  from  falling  through  is  per- 
mitted. There  must  be  at  least  one  scupper  with  cross  section  not  less  than  that  of  a  circular  surface  of  9  centimeters  diameter.  Arrangements  for 
closing  scuppers  are  not  permitted;  but  in  case  of  larger  scuppers,  back  valves  are  permitted.    (Technical  directions,  art.  I.) 

3  Openings  in  the  sides:  The  regulations  in  Germany  are  as  in  case  of  shelter-deck  openings,  except  that  iron  plates  are  permitted  as  provisional 
covers  for  openings  in  bulkheads.    Scuppers  and  ports  are  necessary.    (Technical  directions,  art.  II. ) 

4  Openings  in  partitions:  In  Germany  there  must  be  at  least  one  opening  in  one  of  the  end  bulkheads  on  each  side  of  the  ship.  Its  clear  width 
must  be  at  least  0.91  meter  (3  feet);  clear  height  at  least  1.22  meters  (4  feet);  sill,  if  present,  not  over  0.61  meter  (2  feet)  above  deck,  it  may  be  pro- 
visionally closed,  but  no  permanent  doors  or  other  permanent  means  such  as  bolt  holes,  door  hinges,  etc.,  are  permitted.  Provisional  covers  may 
be  held  down  by  means  of  hook  bolts  which  encircle  angle  irons,  or  iron  cross  pieces  laid  loosely  across  the  opening.  No  battening  material  may 
be  used.  If  only  one  opening  is  provided,  then  a  sufficient  number  of  scuppers  and  ports,  of  the  kind  defined  for  shelter  decks,  are  necessary  on 
each  side.    (Technical  directions,  art.  II.) 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  367 

FRANCE.  |  ENGLAND.  GERMANY. 

(b)    CLOSED    SPACES    EXEMPT    BECAUSE    OF    THEIR    PURPOSE — WATER    BALLAST. 

Spaces  for  water  ballast  above  the  tonnage  deck  are  very  unusual.     They  are  always 
included  in  measuring  the  tonnage. 

One  case,  however,  has 
arisen  in  England,  to  which  a 
special  rule  has  been  applied. 

CASE  IN  WHICH  WATER-BAL- 
LAST SPACE  ABOVE  THE 
TONNAGE   DECK   IS    EXEMPT. 

At  the  point  A  the  rib  bends 
toward  the  interior.  The  sec- 
tion is  divided  into  three 
parts.     (Fig.  14.) 

C'CBB',       B'BAA', 
A' ADD'. 


MM 

!                                £ 

i                      J 

hi 


Fig.  14. 

In  the  lowest  part  the 
measurements  are  taken  to 
the  inner  faces  of  the  ribs;  hi 
the  middle  part  to  the  face  of 
the  inner  sheathing  of  the 
water-ballast  space;  and  simi- 
larly in  the  upper  part.  As  a 
consequence,  the  water-bal- 
last space  is  exempted. 

All  other  spaces  above  the  tonnage  deck  exempted  because  of  their  purpose  must  also  be 
above  the  upper  deck. 

MACHINERY    SPACES. 

All  spaces  for  machinery  above  the  upper  deck  are  always  exempted  subject  to  the  following 
conditions : 

(1)    AUXILIARY    BOILER    SPACE. 

This  is  exempt  when  on  the  upper  deck;  but  if  the  auxiliary  boiler  is  in  any  way  connected 
with  the  working  of  the  propelling  machinery  the  shipowner  may  have  it  included  in  the  gross 
tonnage,  and  then  deducted  as  part  of  the  engine-room  space. 


368  MEASUREMENT   OF   VESSELS    FOE   PANAMA   CANAL. 

FRANCE.  |  ENGLAND.  | 

(2)    SPACES    FOR    VENTILATING    ENGINE    ROOM. 


GERMANY. 


If  located  on  the  upper  deck,  even  on  a  closed  bridge,  they  are  exempt,  unless  the  ship- 
owner demands  that  they  be  included  entirety  or  partly  in  the  gross  tonnage,  and  then  deducted 
as  engine-room  space.  In  England  and  France  the  measurement  is  subject  to  certain  conditions. 
(See  later  under  "Deductions  for  machinery").1 

SPACES    USED    IN    NAVIGATING. 

They  are  all  exempt,  except  the  chart  room,  which  is  always  measured  and  then  deducted. 
They  include  the  pilot's  room,  the  turrets  for  standing  lights,  shelters  for  lookouts  (they  some- 
times include  the  lockers  for  running  lights),  the  wheel  room,  and  the  spaces  for  the  capstan 
and  hoisting  machinery. 

SHELTERS    FOR    PASSENGERS    ON    SHORT    VOYAGES.2 

Same  practice  as  in  France.3 


The  use  to  be  made  of  these 
spaces  is  not  considered.  The 
only  question  is  whether  they 
are  closed  or  open. 


Exempted    after    examina- 
tion. 


TOILETS. 


If  located  on  the  upper  deck,  they  are  exempt.     Those  for  the  use  of  passengers  are  exempt 
at  the  rate  of  1  for  every  50  passengers,  provided  the  total  does  not  exceed  12. 

KITCHENS    AND    DISTILLING    APPARATUS. 

Exempt  from  measurement  in  all  three  countries,  if  they  are  located  on  the  upper  decks. 


BAKERY. 


Not  exempt,  unless  it  is  in 
the  same  place  as  the  galley. 


Exempt  in  England  since 
1905,  if  it  is  located  on  the  up- 
per deck  and  furnished  with 
ovens. 


Not  exempt.3 


COMPANIONWAYS. 


Exempt  in  all  three  countries.     Any  part  of  the  space  used  as  a  smoking  room  is  not  exempt. 


The  entire  volume  of  the  cir- 
cumscribed parallelopipedon  is 
exempt.  Any  portion  used  for 
any  other  purpose  is  not. 
Nothing  is  exempted  for  them 
in  between-deck  spaces. 


One-half  of  the  circum- 
scribed parallelopipedon  is  ex- 
empted, provided  no  portion 
is  used  for  any  other  special 
purpose.  England  appears  to 
extend  this  exemption  to  com- 
panion ladders  in  the  between- 
deck  space  next  below  the  up- 
per deck. 


The  companionways  are  not 
exempt  unless  situated  be- 
tween decks.  At  Bremen  they 
must  also  be  inclosed  by  par- 
titions, in  order  not  to  violate 
the  principle  that  no  deduc- 
tion nor  exemption  is  to  be 
made  for  any  space  lying  with- 
in a  measured  space,  unless  it 
is  itself  effectively  separated. 


1  Spaces  for  ventilating  engine  room:  Measurement  is  now  also  subject  to  restrictions  in  Germany.    (See  note,  p.  373.) 

a  Shelters  for  passengers  on  short  voyages:  In  Germany  (Ship  measurement  ordinance,  art.  13Bb)  they  may  be  exempted  upon  authorization 
of  the  Bureau  of  Registry.    Same  practice  as  in  England. 

s  Bakery:  In  Germany  (Technical  directions,  Art.  Ill)  bakeries  equipped  with  ovens  are  now  exempted. 


MEASUREMENT   OF   VESSELS  FOE  PANAMA  CANAL. 


369 


FRANCE. 


ENGLAND. 
SKYLIGHTS    AND    DOMES. 


GERMANY. 


These  are  exempt  in  all  three  countries.  Quite  frequently,  as  shown  in  the  figure,  an 
opening  is  left  in  the  floor  of  a  superstructure  below  a  skylight  in  order  to  ventilate  and  light 
the  dining  saloon. 


Fig.  15. 


In  this  case  they  exempt  not  only  the  skylight,  but  also  all  of  the  space  ABCD,  on  the 
ground  that  it  is  essential  for  lighting  and  ventilating  the  dining  saloon.  At  Bremen,  however, 
this  is  not  done,  by  reason  of  the  principle  laid  down  in  connection  with  companionways. 

HATCHES. 

They  are  exempt  up  to  one-half  per  cent  of  the  gross  tonnage  in  all  three  countries. 

III. — Deductions. 

The  general  principle  is  that  nothing  is  deducted  unless  it  has  been  previously  measured 
in  determining  the  gross  tonnage. 

There  are  two  classes  of  deductions:  First,  general  deductions,  exact  volume  of  the  spaces 
considered  under  this  heading  being  deducted.  Second,  deductions  for  machinery,  to  a  reason- 
able extent. 

1.     General  Deductions.1 


These  deductions  are  not 
subject  in  France  to  the  same 
conditions  as  in  England  and 
Germany.  The  custom  of  in- 
dicating by  inscriptions  the 
purpose  for  which  spaces  to  be 
deducted  are  intended  to  be 
used  is  recommended. 


All  these  deductions  in  England  and  Germany  are  subject  to 
the  condition  that  deducted  spaces  must  be  exactly  appropriate 
to  the  purpose  for  which  they  are  intended,  and  of  reasonable 
size,  and  must  bear  an  inscription  stating  for  what  they  are  to 
be  used. 


(a)    CREW   SPACE.2 


The  term  "crew"  includes  the  entire  personnel  on  the  ship's  rolls — sailors,  firemen,  mechan- 
ics, petty  officers,  officers,  doctors,  stewards,  and  other  personnel  for  the  care  of  passengers. 

The  spaces  for  the  use  of  crew  are  the  rooms,  lavatories,  bathrooms,  toilets,  wardrooms, 
and  passages  exclusively  serving  these  spaces. 

In  England  the  deductions 
of  rooms  for  the  crew  spaces 
are  conditioned  upon  their 
having  certain  dimensions,  in 
the  interests  of  hygiene  and 
ventilation. 


Certain  hygienic  conditions 
similar  to  those  in  England 
will  probably  be  laid  down  in 
the  near  future,  and  the  de- 
ductions for  crew  space  will  be 
subject  to  these  conditions. 


1  General  deductions:  Water  ballast  tanks,  other  than  double  bottom,  used  solely  for  water  ballast,  are  deducted  in  England  and  Germany. 
(See  note  1,  p.  363.) 

2  Crew  space:  Regulation  of  July  2,  1905,  fixes  the  minimum  dimensions  of  sleeping  rooms  on  German  vessels,  and  regulates  ventilation,  light, 
heat,  dampness,  foul  odors,  entrances,  and  other  matters  concerning  the  hygiene  and  comfort  of  the  crew. 


370  MEASUREMENT   OF    VESSELS   FOR   PANAMA   CANAL. 

FRANCE.  |  ENGLAND.  |  GERMANY. 

TOILETS    FOE    CREW.1 

These  are  subject  to  certain 
similar  hygienic  rules. 

In  all  three  countries  they  are  deducted  only  when  located  below  the  tonnage  deck.     If 
above,  they  are  exempted. 

PASSAGEWAYS. 


In  France  and  England  they  are  deducted  only  when  they 
exclusively  serve  only  deducted  spaces. 


CREW'S   GALLEY. 


In  Germany  the  treatment 
is  the  same;  but  when  they 
serve  deducted  spaces  other 
than  crew  spaces  they  are  not 
deducted. 


Same  rules  as  in  France. 


The  galley  intended  solely  I  The  galley,  even  when  in- 
for  the  crew,  below  the  upper  I  tended  for  the  exclusive  use  of 
deck  is  deducted.  the    crew,    is    not    deducted 

when  below  the  upper  deck. 
Above    this    deck    it    is    ex-  '       When  above,  it  is  exempted, 
enipted. 

The  distilling  apparatus  when  below  the  upper  deck  is  not  deducted  in  any  of  the  three 
countries. 

CAPTAIN'S    QUARTERS. 

In  all  three  countries  they  are  deducted,  except  such  portion  as  could  also  be  used  by  pas- 
sengers. 

(b)    SPACES    USED    IN    NAVIGATING    THE    SHIP. 

It  has  already  been  stated  that  those  located  above  the  upper  deck  are  exempted,  except  the 
chart  room.     Those  that  are  deducted  are  the  following: 

SPACE    FOR    THE    STEERING    MECHANISM. 

If  located  below  the  upper  deck  there  is  deducted:  The  space  actually  occupied  by  the 
steering  gear  and  necessary  for  its  operation.  In  Bremen,  however,  pursuant  to  the  principle 
heretofore  noted,  this  space  must  be  inclosed. 

SPACE    OCCUPIED    BY    THE    CAPSTAN    AND    HOISTING    MACHINERY. 

It  is  deducted  when  located  below  the  upper  deck,  which  is  very  unusual.  At  Bremen  the 
same  rule  is  applied  as  mentioned  above. 

CHART    ROOM. 

The  room  for  charts  and  navigation  instruments  is  not  exempted  when  above  the  deck, 
but  is  deducted  wherever  it  is  located.  When  it  does  not  exist,  and  the  charts  are  kept  in  some 
measured  space,  a  deduction  of  3  Moorsom  tons  is  allowed. 


i  Toilets  for  crew:  Regulation  ot  July  2.  1905,  regulates  the  hygienic  conditions  of  toilets,  bath,  and  wash  rooms  on  German  vessels. 


FRANCE. 


MEASUREMENT    OF    VESSELS    FOR    PANAMA    CANAL. 
|  ENGLAND. 


371 


GERMANY. 


A  deduction  up  to  1  per  cent 
of  the  gross  tonnage,  but  not 
more  than  75  tons,  is  allowed. 


The  storeroom,  as  in  Eng- 
land, may  be  divided  into  sev- 
eral rooms,  or  there  may  be 
several  storerooms  in  different 
parts  of  the  ship. 


BOATSWAINS    STOREROOM. 

The  deduction  in  England 
must  not  exceed  1  per  cent  of 
the  gross  tonnage  for  large 
ships — ships  of  more  than 
about  1,000  tons— or  2  to  2  J 
per  cent  for  others.  In  the 
case  of  ships  of  about  1,000 
tons,  a  percentage  between  1 
per  cent  and  2  per  cent  is 
taken  in  order  to  allow  for  the 
change. 

There  may  be  several  differ- 
ent storerooms. 


The  limits  are  not  fixed. 
They  are  about  three-fourths 
of  1  per  cent  of  the  gross  ton- 
nage; a  little  more  for  small 
ships.  Only  one  storeroom  is 
deducted.  At  Hamburg  the 
percentage  varies  in  accord- 
ance with  the  following  table : 
J  per  cent  for  a  ship  of 

4,000  tons  or  more. 

1  per  cent  for  a  ship  of 
from  1,000  to  4,000  tons. 

2  J  per  cent  for  a  ship  of 
from  500  to  1,000  tons. 

4  per  cent  for  a  ship  of 
from  50  to  500  tons. 

6  per  cent  for  a  ship  of 
50  tons  or  less. 


ATTXILIARY    BOILER. 


It  is  deducted  if  situated  below  the  upper  deck  and  is  used  to  operate  the  principal  pumps  of 
the  vessel. 


SAIL    ROOM. 


In  each  of  the  three  countries  it  is  deducted  in  sailing  vessels  with  a  maximum  of  2J  per 
cent  of  the  gross  tonnage. 

2.  Deductions  for  Propelling  Machinery. 

When  the  volume  of  the  propelling  machinery  is  between  13  and  20  per  cent  of  the  gross 
tonnage  for  vessels  with  propellers  and  between  20  and  30  per  cent  for  vessels  with  paddle  wheels, 
a  fixed  deduction  of  32  and  37  per  cent,  respectively,  of  the  gross  tonnage  is  allowed  as  the 
deduction  for  propelling  machinery.  When  the  volume  of  the  propelling  machinery  is  above 
these  limits,  75  per  cent  of  its  volume  for  vessels  with  propellers  and  50  per  cent  for  vessels 
with  paddle  wheels  is  added  to  the  actual  volume  to  obtain  the  deduction.1 

In  France  the  owners  can  de-  However,  in  England  and  Germany  the  deduction  of  32  or 
mand  the  actual  deduction,  37  per  cent  may  be  allowed  even  in  case  of  vessels  whose  ma- 
comprising  both  the  A'olume  of  chinery  spaces  are  less  than  13  or  20  per  cent  of  the  gross  ton- 
the  machinery  and  that  of  the  nage.  In  fact,  that  never  occurs, 
bunkers,  with  a  maximum  of  50 
per  cent  of  the  gross  tonnage. 

The  process  of  measuring  is  the  same  in  the  three  countries.  The  volume  of  the  propelling 
machinery  is  measured  under  several  heads:  Principal  volume  (machinery  and  boilers),  volume 
of  ventilating  spaces  and  of  the  shaft  tunnel. 

1  In  England  and  Germany  the  vessel  owner  is  given  a  choice  between  the  Danube  rule  and  the  Board  of  Trade  rule  for  vessels  the  volume  of 
whose  machinery  space  is  above  these  limits.  In  case  of  vessels  whose  machinery  space  is  below  these  limits  the  Danube  rule  is  applied  unless  the 
Board  of  Trade  or  Bureau  of  Registry,  respectively,  permit  the  application  of  the  Board  of  Trade  rule. 


372 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


FRANCE. 


ENGLAND. 


PRINCIPAL    VOLUME. 


GERMANY. 


It  is  measured  from  the  ceiling,  which  is  usually  formed  by  a  deck.     When  the  ceiling  is 
curved  the  depth  is  taken  from  the  point  A,  at  the  height  where  the  curve  stops  (fig.  16). 

In  France  the  principal  vol- 
ume  can   not   rise   above  the 


Fig.  17. 

upper  deck.  The  portion  in 
excess  is  treated  like  the  ven- 
tilation spaces. 

In  fig.  17  the  space  ABCD  is 
treated  like  the  space  EFGH. 
When  the  principal  volume 

In  France  there  are  no  re- 
strictions as  to  the  dimensions 
of  the  engines  or  boilers. 


Fig.  16. 


In  England  and  in  Germany  the  principal  volume  can,  on  the 
contrary,  rise  above  the  upper  deck, 
consists  of  several  distinct  parts,  they  are  measured  separately. 


The  dimensions  of  the  en- 
gines and  boder  rooms  are 
subjected  to  rather  strict  lim- 
its in  England. 

When  the  boilers  are  placed 
longitudinally,  the  length  of 
the  space  left  for  handling  the 
fires  can  not  exceed  the  length 
of  the  grates  plus  1  foot. 

When  the  boilers  are  placed 
transversely  on  each  side  of 
the  vessel,  the  stoking  space 
being  in  the  middle,  the  width 
of  the  space  should  not  exceed 
11  feet.  In  either  case  the 
remaining  space  of  the  boiler 
room  should  not  exceed  what 
is  necessary  for  the  accommo- 
dation of  the  boilers. 

The  engine  and  the  boilers 
should  be  separated  from  each 
other  only  by  the  distance 
necessary  for  the  proper  op- 
eration of  the  former. 

Finally,  the  rear  bulkhead 
of  the  engine  room  should  not 
be  more  than  4  feet  from  the 
rear  cylinder  or  its  valve  chest. 


In  Germany  there  are  no 
such  restrictions.  It  is 
merely  prescribed  that  only 
the  space  necessary  for  the 
operation  of  the  engine  and 
the  boilers  will  be  measured.1 


1  Dimensions  of  engine  and  boiler  rooms:  Instructions  to  the  ship  survey,  art.  16,  sec.  3,  provide  that  if  firing  is  done  longitudinally  the  length 
of  space  for  handling  can  not  exceed  the  length  of  the  grates  plus  30  centimeters.  When  firing  is  done  transversely,  the  width  of  the  stoking  places 
should  not  exceed  3.5  meters. 

Technical  directions,  Art.  VII,  limits  the  engine  room  and  boiler  rooms  to  what  is  exclusively  occupied  and  necessary  for  effective  operation. 
The  rear  bulkhead  of  the  engine  room  should  not  be  over  4  feet  from  the  rear  cylinder  or  its  valve  chest  unless  the  bureau  of  registry  permits  a 
greater  space. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 


373 


FRANCE. 


ENGLAND. 


GERMANY. 


Certain  auxiliary  machinery,  which  forms  no  part  of  the  motive  machineiy,  is  often  situated 
in  the  engine  room.     The  same  is  true  of  the  machine  shop. 


In  France  the  volume  of  the 
machine  shop  is  considered  as 
engine-room  space,  and  is 
added  to  the  latter  even  when 
it  is  situated  in  a  separate  place. 

Auxiliary  machines — dyna- 
mos, distilling  apparatus,  re- 
frigerating machinery — are  not 
theoretically  regarded  as  part 
of  the  engine  volume;  but,  in 
fact,  when  there  is  no  real  sepa- 
ration they  are  often  included 
in  the  engine  volume. 


In  England  the  shop  is  in  no 
case  considered  as  part  of  the 
volume  of  the  propelling  ma- 
chinery. 

Auxiliary  machines  are  con- 
sidered as  part  of  the  engines 
when  there  is  no  real  separa- 
tion. 


In  Germany  shop  and  auxil- 
iary machinery  are  included  in 
the  engine  volume  when  there 
is  no  real  separation.  An 
open  bulkhead  does  not  con- 
stitute real  separation. 


VOLUME    OF    VENTILATING    SPACES. 


The  part  of  the  ventdators 
space.  The  part  situated  abo^ 
demands  it ;  the  surplus,  if  any. 

The  addition,  in  whole,  or  in 
engine  space  is,  in  France  and 
rules. 

In  France,  the  width  must 
not  exceed  half  of  the  greatest 
interior  .width  of  the  vessel. 
The  excess  is  not  measured. 


under  the  upper  deck  is  always  considered  part  of  the  engine 

e  is  wholly,  or  partially,  added  thereto  only  when  the  owner 

is  exempted. 

part,  of  the  ventdators  to  the 

hi  England,  subject  to  special 


In  Germany,  the  rule  re- 
quires that  this  space  be 
reasonable  in  extent.  In  prac- 
tice no  attention  is  paid  to 
this  restriction.1 


In  England,  the  ventdators 
must  be  necessary  for  the 
operation  of  the  machinery, 
and  must  protect  the  ma- 
chinery openings  against  the 
sea,  and  be  reasonable  in  size. 

By  reasonable  in  size  is 
meant  that  their  width  must 
not  exceed  half  of  the  greatest 
interior  width  of  the  vessel 
and  that  their  length  must 
not  extend  beyond  the  for- 
ward and  rear  bulkheads  of 
the  engine  room. 

Lacking  these  conditions 
the  space  would  be  simply 
exempted. 

VOLUME  OF  THE  SHAFT  TUNNEL.2 

It  is  everywhere  and  always  understood  that  in  the  engine  space  there  is  included  one  or 
more  tunnels. 


In   France    no 
made  therefor. 


provision   is 


The  English  instructions 
provide  for  the  very  rare  case 
where    the    shaft    is    not   in- 


Xo  provision  is  made  there- 
for in  Germany.2 


1  The  length  of  light  and  air  shafts  on  German  ships  (Technical  directions,  Art.  VI)  must  not  exceed  the  length  of  the  engine  and  boiler 
spaces.  If  a  part  of  the  deck-plated  over  reaches  into  the  air  shaft,  the  length  of  this  part  is  deducted  from  the  length  of  the  shaft  which  lies  in 
this  deck.  The  width  of  the  air  shafts  must  not  exceed  one-half  of  the  largest  interior  breadth  of  the  ship.  This  limitation  does  not  hold  in  the 
case  of  small  ships  requiring  greater  widths. 

2  Provisions  in  Germany  are  now  the  same  as  in  England.    (Technical  directions,  Art.  V.) 


374 


MEASUREMENT    OF    VESSELS    FOR    PANAMA    CANAL. 


FRANCE. 


ENGLAND. 


closed  in  a  tunnel.  A  space 
would  be  deducted,  corre- 
sponding to  the  normal  sized 
tunnel  on  a  vessel  of  the  same 
dimensions.  In  particular, 
allowance  would  be  made  for 
tunnel  space  around  the 
thrust  block,  of  space  suffi- 
cient for  a  man  to  remove  the 
thrust  block  cap,  not  exceed- 
ing 7  feet  in  height.  In  the 
case  of  twin-screw  vessels 
there  would  be  included  as 
tunnel  space  all  the  space 
about  the  shafts  for  a  height 
not  exceeding  6  feet,  not  in- 
eluding  •  any  portion  that 
might  be  used  for  another 
purpose. 

The  appearance  of  a  new  kind  of  marine  engine — turbines — raises  the  question  as  to 
whether  the  deductions  for  engine  space  should  not  be  modified.  Although  exact  information 
on  this  space  is  still  lacking,  it  seems  that,  for  equal  power,  the  volume  of  turbine  engines  does 
not  differ  materially  from  that  of  ordinary  engines.  The  coal  consumption  also  seems  to  be 
about  the  same.  Therefore,  a  change  in  making  deductions  for  the  machinery  seems  scarcely 
probable.  Moreover,  potent  reasons  tie  the  hands  of  Governments  and  prevent  their  remedying 
the  anomalies,  recognized  by  ail  and  platonically  condemned  for  a  long  time,  that  encumber 
the  measurement  rules. 


GERMANY. 


APPENDIX   IX. 


COMPARATIVE    ANALYSIS    OF    THE  PROVISIONS    OF 

THE  TONNAGE  CERTIFICATES  ISSUED  TO  VESSELS 

IN  FRANCE,  ENGLAND,  AND  GERMANY. 


375 


APPENDIX  IX. 


COMPARATIVE    ANALYSIS   OF   THE    PROVISIONS   OF    THE    TONNAGE    CERTIFICATES 
ISSUED    TO    VESSELS    IN    FRANCE,   ENGLAND.   AND    GERMANY.1 


FRANCE. 

The  French  tonnage  certifi- 
cates give  in  detail  the  gross 
tonnage,  the  deductions,  the 
net  tonnage,  and  the  spaces 
exempted  from  measurement. 

The  details  of  the  gross  ton- 
nage comprise  the  principal 
volume,  the  volumes  of  the 
'tween  decks  and  the  various 
superstructures  measured. 

The  details  of  the  deductions 
comprise  the  volume  of  the 
propelling  machinery  and  the 
related  deductions,  the  volumes 
of  the  various  spaces  for  the 
crew  and  officers,  the  spaces 
used  in  handling  the  vessel, 
and  the  volume  of  the  captain's 
accommodations. 

The  details  of  the  exemp- 
tions comprise  an  enumeration 
of  the  deck  spaces  exempted 
because  of  their  special  uses, 
and  also  the  deck  spaces  ex- 
empted because  of  being  open. 


This  certificate  lacks  to  be 
complete  and  to  permit  a  ready 
check  in  every  case,  the  details 
of  the  volume  of  the  propelling 
machinery,  and  mention  of  the 
exempted  water  ballasfc  spaces. 


Tonnage  Certificates.2 

ENGLAND. 

The  certificates  of  the  Brit- 
ish registry  give  in  detail  the 
gross  tonnage,  the  deductions, 
the  net  tonnage,  and  the 
spaces  exempted  from  meas- 
urement. 

The  details  of  the  gross  ton- 
nage comprise  the  principal 
volume  under  the  tonnage 
deck,  the  volumes  of  the 
'tween  decks,  and  the  various 
superstructures  measured. 

The  details  of  the  deduc- 
tions comprise  "the  volume  of 
the  propelling  machinery  and 
the  related  deductions,  the 
volumes  of  the  various  spaces 
for  the  crew  and  officers,  the 
spaces  used  in  handling  the 
vessel,  and  the  volume  of  the 
captain's  accommodations. 

The  details  of  the  exemp- 
tions comprise  an  enumera- 
tion of  the  inclosed  deck 
spaces  exempted  because  of 
their  special  uses,  and  also, 
on  the  back  of  the  certificate, 
the  deck  spaces  not  measured 
because  of  being  open. 

This  certificate  lacks  to  be 
complete  and  to  permit  a 
ready  check  in  every  case,  the 
details  of  the  volume  of  the 
propelling  machinery,  and 
mention  of  the  exempted 
water  ballast  spaces.4 


GERMANY. 


The  German  tonnage  certifi- 
cates give  in  detail  the  gross 
tonnage,  the  deductions,  and 
the  net  tonnage. 


The  details  of  the  gross  ton- 
nage comprise  the  principal 
volume,  the  volume  of  the 
'tween  decks,  and  the  various 
superstructures  measured. 

The  details  of  the  deduc- 
tions comprise  the  volume  of 
the  propelling  machinery  and 
the  related  deductions,  the 
volumes  of  the  various  spaces 
for  the  crew  and  officers,  the 
spaces  used  in  handling  the 
vessel,  and  the  volume  of  the 
captain's  accommodations. 

At  present  no  exemption  is 
mentioned.  However,  a  deci- 
sion has  apparently  been 
reached  to  mention  the  deck 
spaces  exempted  because  of 
being  open.3 


This  certificate  lacks  to  be 
complete  and  to  permit  a 
ready  check  in  every  case,  the 
details  of  the  volume  of  the 
propelling  machinery,  and 
mention  of  the  exempted 
water  ballast  spaces.4 


i  Translated  in  19H  by  Lieut.  C.  Garlington,  C.  E.,  from  "Etude  Sur  le  Juageage,"  by  V.  Beret,  Controleur- Adjoint  de  la  Navigation  de  la  Com- 
pagnie  Universelle  des  Canal  Maritime  de  Suez.    Paris,  1905. 

*  Tonnage  certificates:  German  certificates  now  show  the  spaces  on  or  above  the  upper  deck  considered  open  and  therefore  exempted  from 
measurement.    The  exempted  spaces  detailed  in  the  British  certificate  are  only  those  above  the  upper  deck,  but  include  closed  as  well  as  open 

ices. 
3  The  latest  German  certificates  mention  these  spaces. 

*  Since  1906  and  1908,  respectively,  no  water  ballast  spaces,  except  double  bottoms,  are  exempted  in  England  and  Germany. 


618G1°— 13 


377 


378 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


FRANCE. 


Tonnage  certificates  made 
according  to  the  English  rules 
are  accepted  without  verifica- 
tion. 

Those  made  according  to 
other  rules  are  verified. 


ENGLAND. 

INTERNATIONAL    TONNAGE.1 

The  tonnage  given  in  the 
papers  of  the  vessels  of  the 
following  countries:  United 
States,  Germany,  Norwaj^, 
France,  and  Denmark  are  ac- 
cepted in  England  as  con- 
formable to  English  tonnage 
hi  all  its  details. 

Spanish  vessels  are  remeas- 
ured  in  England. 

Italian,  Swedish,  and  Dutch 
certificates  often  mention,  in 
addition  to  the  national  ton- 
nage, the  tonnage  calculated 
according  to  the  English  rules, 
and  this  is  then  accepted  as 
correct. 

The  tonnage  in  Russia,  Fin- 
land, Belgium,  Greece,  Swe- 
den, and  Holland  differs  from 
English  tonnage  only  in  the 
method  of  calculating  the  de- 
duction for  propelling  ma- 
chinery. Captains  of  vessels 
of  these  nations  can  ask  for 
the  measurement  of  the  pro- 
pelling machinery  according 
to  the  English  rules;  and 
the  national  tonnage,  modi- 
fied accordingly,  is  then  ac- 
cepted in  England.2 


GERMANY. 


In  spite  of  certain  existing 
differences  the  tonnage  of 
the  following  countries  are 
accepted  without  reserva- 
tions :  England,  France, 
Austria-Hungary,  Norway, 
Denmark,  Holland,  Russia, 
and  the  United  States. 


The  tonnage  certificates  of 
Italy,  Sweden,  and  Belgium 
are  different,  but  the  ship's 
papers  on  board  the  vessels 
of  these  powers  often  men- 
tion their  tonnage  calculated 
according  to  the  English  rules 
by  the  officials  of  their  own 
country.  The  tonnage  so  cal- 
culated is  accepted  in  Ger- 
many. 


ACCURACY    OF    TONNAGE    MEASUREMENTS. 


The  personnel  that  makes 
the  tonnage  measurements  in 
France  is  not,  as  a  rule,  spe- 
cialized in  the  service.  In  ad- 
dition, it  is  small  and  poorly 
organized.  For  lack  of  per- 
sonnel the  central  administra- 
tion in  Paris  has  had  to  give  up 
the  graphical  verification  of  ;he 
tonnage  measurements. 

All  dimensions  are  measured 
to  the  nearest  centimeter. 


In  England  and  Germany  the  personnel  charged  with  ton- 
nage measurements  is  specialized  in  this  service.     It  is  well 


organized  and  of  sufficient  numbers. 


In  England  all  measure- 
ments are  made  in  feet  and 
decimal  fractions  of  a  foot  to 
the  nearest  hundredth. 


All  dimensions  are  taken  to 
the  nearest  centimeter. 


'  International  tonnage:  Italian  certificates  have  been  accepted  in  Great  Britain  since  May  11, 1906. 

2  The  British  Board  of  Trade  rule  for  deducting  power  space  was  adopted  in  Holland  in  1899  and  in  Russia  in  1900. 


FRANCE. 


MEASUREMENT    OF   VESSELS   FOE   PANAMA   CANAL. 

ENGLAND.  GERMANY. 


379 


The  subdivisions  of  lengths 
and  depths  are  calculated  to 
the  nearest  millimeter. 

All  tonnage  calculations  are 
carried  out  to  the  third  decimal 
and  the  results  stated  to  the 
nearest  second  decimal. 


The  subdivisions  of  the 
lengths  and  depths  are  calcu- 
lated to  the  third  decimal. 

Results  are  stated  to  the 
nearest  second  decimal  place. 


APPROXIMATION    OF    TONNAGE    MEASUREMENTS    TO    ACTUAL    CUBICAL    CONTENTS.2 


The  method  of  measuring  the 
principal  volume  in  France 
gives  in  certain  cases  a  closer 
approximation  than  in  England 
and  Germany  because  of  the 
greater  number  of  subdivisions 
of  the  length.  Moreover,  the 
method  of  the  fictitious  bottom 
line  is  a  more  delicate  refine- 
ment than  the  method  followed 
in  England  and  Germany,  in 
case  the  bottom  line  is  irregu- 
lar. 

In  the  case  of  the  ceiling  of  a 
concave  double  bottom  where 
the  lowest  width  is  zero  the 
French  method  is  inferior  to 
the  English  method.  The  error 
that  results  may  attain  5  per 
cent  below  the  real  area  of  the 
corresponding  cross  section. 
(English  Commission  of  18S1.) 

The  French  method  ex- 
empts the  volume  correspond- 
ing to  the  thickness  of  the  floor 
joists  on  which  the  bottom 
sheathing  sometimes  rests.  This 
thickness  may  reach  from  15  to 
20  cm. 

In  case  of  refrigerating  walls 
the  deduction  of  the  sheathing 
from  the  measurement  is  gen- 
erally less  than  the  deduction 
of  the  3  inches  allowed,  in  this 
case,  in  England. 


Because  of  the  number  of 
subdivisions  of  the  length,  the 
approximation  of  the  German 
tonnage  is  intermediate  be- 
tween that  of  the  French  and 
that  of  the  English  tonnages.2 


In  this  regard,  because  of 
the  smaller  number  of  subdi- 
visions of  the  length,  the  Eng- 
lish tonnage  gives,  in  certain 
cases,  an  approximation  not 
so  close  as  that  of  the  German 
and  French  methods. 

The  method  of  subdividing  the  principal  volume  at  each 
point  of  a  break  in  the  bottom  line  is  easy  and  practical  to 
handle. 


In  the  case  of  the  ceiling  of  a  concave  double  bottom  the 
approximation  of  the  English  and  German  methods  is  better 
than  that  of  the  French  methods. 

This  method  of  measuring  the  areas  of  cross  section  in  sepa- 
rate parts  in  all  cases  where  the  old  method  seems  insufficient 
is  apparently  becoming  more  general. 


The  volume  corresponding  to  the  thickness  of  the  floor 
joists  on  which  the  bottom  sheathing  sometimes  rests  is  not 
exempted  from  measurement. 


The  deduction  of  3  inches 
from  the  width  in  case  of  re- 
frigerating walls  is  greater 
than  what  is  generally  allowed 
in  France  in  this  case. 


The  special  method  of  meas- 
uring the  first  width  of  the 
principal  volume  of  turret 
ships   is    characterized    by    a 

1  Accuracy  of  tonnage  measurements:  In  Germany  all  calculations  are  carried  out  to  the  third  decimal  place,  and  when  the  fourth  decimal 
is  five  or  more  the  third  is  increased  by  one.     (Instructions  to  ship  survey,  art.  26.) 

2  Approximation  of  tonnage  measurements:  German  measurement  practice  now  divides  the  length  into  the  same  number  of  subdivisions  as  in 
England.    (Ship-measurement  ordinance,  art.  6.) 


No  deduction  is  made  in 
this  case.  The  German  meth- 
od is  therefore,  on  this  point, 
the  strictest  of  the  three. 


380 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL. 


FRANCE. 


ENGLAND. 

diminution  of  the  calculated 
area  of  the  cross  section  that 
may  reach  nearly  5  per  cent  of 
the  actual  area. 

In  the  case  of  long  vessels, 
the  approximation  of  the 
English  method  for  the  meas- 
urement of  the  'tween  decks 
is  less  close  than  that  ob- 
tained in  Germany  or  in 
France. 


GERMANY. 


In  the  case  of  long  vessels, 
the  approximation  of  the 
measurement  of  the  'tween 
decks  is  closer  than  in  Eng- 
land and  less  close  than  in 
France.1 


In  the  case  of  long  vessels, 
the  French  method,  because  of 
the  greater  number  of  subdi- 
visions of  the  length  is  of  a 
closer  approximation  than  the 
English  and  German  methods 
for  the  measurements  of  the 
'tween  decks. 

The  approximation  of  the 
measurement  of  the  super- 
structures is  closer  than  in  Eng- 
land or  Germany,  because  of 
the  measurement  of  a  greater 
number  of  widths,  whenever 
the  length  is  at  all  considerable, 
or  when  the  first  width  is  zero. 

The  exemptions  from  measurement  of  the  water  ballast  spaces  are.  governed  by  the  same 
rules  in  the  three  countries.  The  approximations  of  the  tonnage  measurements  are  therefore, 
on  this  point,  in  very  close  accord.2 

The  exemptions  from  measurement  of  the  inclosed  spaces  on  the  upper  deck  likewise 
conform  to  the  same  rules  in  the  three  countries.  Therefore  there  -can  result,  on  this  point,  no 
difference  in  the  approximations  of  the  tonnage  measurements. 


As  regards  superstructures,  the  English  and  German  approx- 
imations are  less  close  than  that  of  the  French  method 
whenever  the  length  is  at  all  considerable,  or  when  the  first 
width  is  zero,  or  very  small. 


The  definitions  of  the  open- 
deck  spaces  are  a  little  stricter 
than  in  England.  Some  dif- 
ferences might  result  there- 
from. But  it  must  be  ob- 
served that  with  the  present 
subsidy  laws  an  effort  is  made 
to  avoid  open  spaces  rather 
than  otherwise. 

Crew  space  is  deducted  with- 
out any  restrictions. 


The  exemption  from  meas- 
urement of  the  deck  spaces 
considered  open  is  subject  to 
less  strict  rules  in  England 
than  in  Germany  or  in  France. 
This  greater  indulgence  may, 
in  some  cases,  have  as  its  con- 
sequence supplementary  ex- 
emptions. 

The  deductions  for  crew 
space  are  subject  to  hygienic 
conditions.  As  it  never  occurs 
that  these  are  not  fulfilled, 
no  difference  results. 

The  deductions  for  spaces  used  in  handling  the  vessel  are 
subject  to  the  condition  that  these  spaces  be  reasonable  in 
extent  and  exactly  appropriate  to  their  purpose.  There  re- 
sults practically  no  difference  from  the  French  rule. 


The  definitions  of  the  open- 
deck  spaces  are  more  strict 
than  in  England.  From  this 
there  may  result,  in  some 
cases,  less  importance  in  these 
exemptions. 


It  is  proposed  to  subject  the 
deductions  for  crew  to  hy- 
gienic conditions.3 


The  deductions  for  spaces 
used  in  handling  the  vessel 
are  subject  to  restriction  only 
as  regards  the  boatswain's 
storeroom  and  the  sail  room, 
with  practically  no  difference 
from  the  English  and  German 
rule. 

1  See  note  2,  p.  379. 

2  Since  1900,  and  1908,  respectively,  water  ballast  spaces  other  than  double  bottom  are  not  exempted  in  England  and  Germany.    They  are 
measured,  and,  if  used  only  for  water  ballast,  are  deducted. 

3  Deductions  for  crew  space  in  Germany  are  subject  to  detailed  provisions  as  to  hygienic  conditions.    (Regulations  of  July  2, 1905.) 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


381 


FRANCE. 

The  deductions  for  propel- 
ling machinery  are  subject  to 
the  same  restrictions  as  in 
England  only  as  far  as  ventila- 
tion spaces  are  concerned.  The 
absence  of  precise  restrictions 
for  the  other  machinery  vol- 
umes might,  in  certain  cases, 
allow  their  being  enlarged  be- 
yond what  is  necessary  and 
thus  obtaining,  by  the  applica- 
tion of  the  "Danubian  incre- 
ment ride,"  machinery  de- 
ductions greatly  in  excess  of 
the  real  needs  of  the  case.1 


The  deduction  of  the  actual 
volume  of  the  coal  bunkers 
might,  in  certain  very  rare 
cases,  constitute  an  important 
advantage  for  the  French  ton- 
nage rules. 


ENGLAND. 

The  deductions  for  propel- 
ling machinery  are  subject  to 
several  restrictions,  having  as 
their  object  the  prevention  of 
the  enlargement  of  the  ma- 
chinery spaces  beyond  what  is 
reasonable,  and  also  the  pre- 
vention of  thus  obtaining,  by 
the  application  of  the  "  Danu- 
bian increment  rule,"  deduc- 
tions greatly  in  excess  of  the 
real  needs  of  the  case.1 


GERMANY. 

The  deductions  for  propel- 
ling machinery  are  subject  to 
no  precise  restrictions.  In 
certain  cases  considerable  ex- 
aggeration in  the  machinery 
spaces  may  result  from  the 
application  of  the  "Danubian 
increment  rule,"  causing 
machinery  deductions  much 
greater  than  is  necessary.1 


However,  these  restrictions 
seem  to  only  partially  fulfill 
their  object.  A  commission 
appointed  by  the  Board  of 
Trade  is  at  present  examining 
the  whole  question  of  ma- 
chinery deductions.  Possibly 
the  result  will  be  the  estab- 
lishment of  a  maximum.2 

The  deduction  of  the  actual  volume  of  the  coal  bunkers  not 
being  applied  in  England  or  in  Germany,  there  might  result, 
in  certain  very  rare  cases,  a  considerable  disadvantage  as  com- 
pared with  the  French  tonnage  rules 


1  It  should  be  added  that  in  the  absence  of  restrictions  equally  great  exaggeration  may  result  from  the  application  of  the  Board  of  Trade 
percentage  rule.    Ordinarily  the  Danube  rule  deducts  less  than  the  Board  of  Trade  rule. 

'  The  Merchant  Shipping  Act  of  1907  fixed  a  maximum  of  55  per  cent  of  the  gross  tonnage  remaining  after  the  general  deductions  are  made. 


APPENDIX  X. 


REPORT  OF  THE  INTERNATIONAL  TONNAGE 

COMMISSION,  SIGNED  AT  CONSTANTINOPLE, 

DECEMBER  18,  1873 


383 


APPENDIX  X. 


THE    REPORT    OF    THE    INTERNATIONAL    TONNAGE    COMMISSION    ASSEMBLED    AT 

CONSTANTINOPLE    IN    1873. 


The  international  commission  which  has  met  at  Constantinople,  in  pursuance  of  the  invi- 
tation addressed  by  the  Government  of  his  imperial  majesty  the  Sultan  to  the  maritime  powers, 
has  taken  for  its  guidance  the  circular  dispatches  of  the  imperial  Government  to  their  agents 
abroad,  dated,  respectively,  January  1  and  August  13,  1873,  and  the  vizirial  letters  addressed 
to  his  highness  the  Khedive  of  Egypt  of  July  12  and  30,  1873,  as  well  as  the  instructions  of  the 
Sublime  Porte  to  their  delegates.  It  has  devoted  21  sittings  to  the  discussion  of  the  questions 
submitted  to  it,  and  has  followed  the  rules  of  discussion  which  it  had  previously  laid  down,  as 
shown  in  the  proces  verbaux  annexed  to  this  report. 

In  fixing  the  order  of  its  labors  the  commission  has  thought  it  advisable  to  abide  by  the 
suggestions  of  his  imperial  majesty's  Government,  contained  in  the  letters  addressed  to  the 
powers  and  in  the  instructions  given  to  the  Ottoman  delegates. 

These  documents  recommended  the  investigation  in  the  first  place  of  the  best  mode  of  ascer- 
taining: First,  the  total  and  the  utilizable  capacity  of  a  ship;  and  second,  as  a  consequence 
thereof,  the  examination  of  the  scale  of  dues  as  now  levied  by  the  company  on  the  Suez  Canal. 
The  commission,  following  this  order  of  ideas,  divided  its  work  into  two  distinct  parts,  viz: 

1.  Question  of  tonnage  generally. 

2.  The  question  of  the  tolls  on  the  Suez  Canal. 

Taking  the  first  point,  and  considering  it  in  all  its  aspects,  the  commission  classified  it  under 
two  principal  headings — gross  tonnage,  net  tonnage. 

The  commission  presents  as  follows  the  reasons  which  determined  its  opinion  on  that  part 
of  its  labors:  It  is  a  traditional  usage  of  all  maritime  countries  to  submit  merchant  vessels  to 
a  measurement,  the  result  whereof,  known  under  the  general  name  of  "tonnage,"  serves  as  the 
basis  of  the  taxation  to  which  a  ship  is  or  can  be  made  liable  everywhere  and  under  any  circum- 
stances. The  fixing  of  tonnage  appertains  in  every  country  to  the  sovereign  power  as  one  of 
the  attributes  of  public  authority.  Although  this  was  originally  determined  in  every  state 
according  to  local  convenience,  yet  the  different  systems  of  the  various  maritime  countries 
tended  toward  a  common  rule,  and  gradually,  as  maritime  commerce  increased,  the  special 
privileges  reserved  to  vessels  of  individual  nations  under  their  navigation  laws  gave  way  to  inter- 
national competition. 

"Displacement,"  with  a  unit  of  weight  and  the  supposed  equivalent  in  volume,  was  the  main 
principle  of  the  old  rules  of  tonnage  for  determining  what  a  ship  could  carry  or  contain.  But 
experience  has  shown  everywhere  the  impossibility  of  determining  by  a  fixed  and  invariable 
rule,  in  a  constant  manner,  the  carrying  power  of  a  ship,  which  necessarily  varies  according  to 
the  nature,  the  form,  and  density  of  each  of  the  component  parts  of  a  cargo,  as  well  as  according 
to  the  season,  state  of  the  weather,  and  the  respective  length  of  voyages.  It  is,  on  the  contrary, 
always  possible  to  measure  exactly  the  internal  capacity  of  a  ship,  and  to  deduct  therefrom,  in  a 
practical  way,  the  spaces  which  manifestly  can  not  be  utilized  for  carrying  freight.  The  differ- 
ent enactments  on  this  subject,  after  passing  through  analogous  stages  of  experiments  and  study, 
have  all  arrived  at  this  result.     Happily,  in  spite  of  the  variety  of  the  processes  employed,  the 

385 


386  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

efforts  to  establish,  under  nearly  similar  conditions,  a  comparative  statistic  of  the  maritime 
tonnage  of  the  different  nations  have  at  last  proved  successful.  If  the  same  rules  of  measurement 
are  everywhere  adopted,  just  comparison  between  ship  and  ship  will  be  effected  satisfactorily, 
and  shipping  will  be  everywhere  taxed  after  an  uniform  and  equitable  mode. 

This  unification  of  tonnage  may  be  realized  by  adopting  a  formula  combining  the  three 
following  conditions,  viz: 

1.  That  of  causing  the  internal  capacity  of  a  ship  to  be  measured  with  all  the  precision  that 
geometrical  science  is  practically  capable  of. 

2.  That  of  expressing  this  capacity  in  tons  the  unit  of  which  is  obtained  by  a  common  divisor 
which  best  embodies  for  all  maritime  countries  the  ancient  traditions  of  their  common  expe- 
rience, and  which  gives  as  quotient  a  mean  of  all  the  varying  conditions  under  which  ships  are 
employed. 

3.  That  of  disallowing,  in  determining  the  net  tonnage  which  is  to  be  the  basis  of  taxation, 
any  other  deduction  of  space  but  that  which  can  not  be  used  for  earning  freight  by  being 
employed  for  carrying  passengers  or  merchandise. 

The  commission  has  considered  whether  it  would  not  be  better  to  suppress  the  name  of 
"ton  of  measurement"  in  order  to  avoid  the  continual  confusion  between  this  ton  and  the 
different  tons  of  weight  or  volume  employed  in  trade,  but,  after  patient  deliberation,  it  has  formed 
the  opinion  that  the  time  has  not  yet  come  when  such  a  change  in  the  usages  of  the  commercial 
and  maritime  world  can  be  recommended,  and  it  has  decided  to  adopt  as  unit  of  measurement 
the  ton  of  capacity  of  Moorsom's  system,  viz,  of  100  English  cubic  feet  or  2.83  cubic  meters. 

The  international  commission,  after  laying  down  these  principles,  acknowledged  that  the 
process  of  measuring  the  capacity  of  ships  established  in  the  United  Kingdom  by  the  Merchant 
Shipping  Act  of  1854,  under  'he  name  of  Moorsom's  system,  realizes  best  the  conditions  required 
to  determine  gross  tonnage,  and  agreed  that  no  other  system  can  better  secure  the  application 
of  the  precise  rules  of  deduction  which  are  to  determine  the  net  tonnage,  nor  lend  itself  with 
greater  advantage  to  the  unification  of  tonnage  at  which  the  commission  is  seeking  to  arrive. 

It  is  further  recognized: 

1.  That  such  is  the  opinion  of  the  maritime  powers,  inasmuch  as  Germany,  Austria-Hungary, 
Denmark,  the  United  States  of  America,  France,  Italy,  Norway,  and  Turkey  have  successively 
adopted  Moorsom's  system,  with  slight  variations  in  its  application,  and  Belgium,  Spain,  Holland, 
and  Sweden  intend,  as  it  has  been  declared  by  their  respective  delegates,  shortly  to  adopt  it. 

2.  That  as  regards  the  net  tonnage  of  steamships  the  enactments  of  the  English  law  of  1854 
are  not  all  that  could  be  desired,  inasmuch  as  for  a  class  of  vessels  whose  engines  occupy  a  certain 
proportion  of  the  total  capacity  the  deduction  is  one  of  a  percentage  of  the  gross  tonnage, 
whilst  in  other  ships  the  deduction  is  derived  only  from  the  space  occupied  by  the  engines. 

3.  That  there  exists  two  other  systems  under  which  deductions  are  made,  and  that  the 
difference  between  these  two  consists  in  the  mode  of  dealing  with  the  coal  bunkers.  The  first 
regards  movable  bunkers,  and  is  governed  by  the  Danube  rule ;  the  other  regards  fixed  bunkers, 
and  is  adopted  in  Germany,  Austria,  France,  and  Italy.  Under  the  first  of  these  systems  a 
shipowner  is  free  to  employ  his  ships  for  commerce  generally  throughout  the  world,  increasing 
or  diminishing  the  space  applicable  for  coals  according  to  the  requirements  of  each  voyage, 
whilst  by  the  other  system  he  is  obliged  to  adopt  fixed  bunkers  inapplicable  for  cargo,  and  which 
can  only  hold  coals  for  a  certain  duration  of  voyage.  Considering  that  the  opinions  are  divided 
upon  the  respective  advantages  of  these  systems,  the  commission  recommends  for  the  accept- 
ance of  the  maritime  powers  the  modes  of  procedure  hereinafter  contained,  and  the  rules  of 
measurement  annexed  to  the  present  report. 

If  these  recommendations  be  adopted,  it  would  be  desirable  that  ships'  papers  should  con- 
tain all  details  of  measurement,  the  calculation  by  which  gross  tonnage  has  been  found,  and  the 
deductions  for  determining  net  tonnage  allowed.  In  any  case  where,  in  the  measurement  of 
the  total  capacity  of  a  ship,  any  exceptions  have  been  allowed,  such  exceptions  ought  to  be 
mentioned  in  her  papers. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  387 

In  discussing  and  fixing  the  rules  of  measurement  annexed  to  this  report,  the  commission 
has  been  guided  by  the  following  considerations,  which  it  also  submits  to  the  approbation  of 
maritime  powers. 

Section  1.  Every  trading  ship,  whatever  may  be  her  nationality,  ought  to  be  furnished 
with  a  certificate  of  registry  declaring  (a)  the  gross  tonnage,  expressing  her  total  capacity,  and 
(b)  the  net  tonnage,  giving  her  capacity  after  the  deduction  made  of  space  recognized  as 
unavailable  for  earning  freight. 

Sec.  2.  This  certificate  of  registry  delivered  by  the  competent  Government  authorities  filled 
in  from  measurements  effected  in  accordance  with  the  rules  proposed  by  the  international  com- 
mission shall  be  officially  recognized  in  every  country  as  the  true  basis  for  the  application  of 
ship's  dues  and  taxes.  These  dues  and  taxes  shall  invariably  be  applied  to  the  net  tonnage  of 
a  ship. 

Sec.  3.  Gross  tonnage  is  best  arrived  at  by  Moorsom's  system,  as  defined  by  the  rules  of 
measurement  adopted  by  the  commission  and  annexed  to  this  report. 

Sec.  4.  Gross  tonnage  comprehends  the  measurement  of  the  whole  space  below  the  upper 
deck,  as  well  as  all  spaces  comprised  within  permanent  constructions  above  that  deck,  which 
are  covered  and  closed  in.     (For  the  definition  see  the  annexed  rules  of  measurement.) 

Sec.  5.  To  determine  net  tonnage  the  deductions  from  gross  tonnage  are:  (1)  General 
deductions  applicable  alike  to  sailing  and  steam  vessels;  (2)  special  deductions  applicable  to 
steamers  only. 

Sec.  6.  General  deductions  refer  (a)  to  the  accommodation  of  the  crew  (stewards  and  pas- 
sengers' servants  are  not  to  be  considered  as  part  of  the  crew) ;  (b)  to  officers'  cabins  (the 
captains'  not  included  therein) ;  (c)  to  cook  houses  and  closets  exclusively  for  the  use  of  the  crew, 
situated  either  above  or  below  the  upper  deck;  and  (d)  to  covered  and  closed-in  spaces,  if  there 
are  any,  on  the  upper  deck,  employed  for  working  the  ship.  These  spaces  are  to  be  measured 
separately,  and  the  sum  of  them  deducted.  The  sum  total  of  these  deductions  is,  however,  in 
no  case  to  exceed  5  per  cent  of  the  gross  tonnage,  but  this  percentage  may  be  distributed  among 
the  several  spaces  according  to  the  practice  and  requirements  of  different  countries.  Besides 
the  above-named  spaces  it  was  proposed  in  the  commission  to  deduct  further  spaces  occupied  by 
the  captain's  cabin,  the  sail  room,  and  other  places  used  for  stowing  ropes  and  other  gear;  but 
these  latter  deductions  were  not  approved  by  an  absolute  majority  of  votes. 

Sec.  7.  The  commission  recommends  the  abolition  of  any  system  by  which  the  net  ton- 
nage of  a  steamer  would  be  derived  from  a  percentage  on  her  total  capacity. 

Sec.  8.  Deductions  special  to  steamers  relate  (a)  to  the  engine  room  and  boilers;  (b)  to 
the  shaft  trunk  in  a  screw  ship;  and  (c)  to  permanent  coal  bunkers.  The  spaces  a,  b,  and  c 
to  be  accurately  measured. 

Sec.  9.  If  the  ship  has  not  permanent  bunkers,  or  if  she  has  only  lateral  bunkers,  and  her 
coal  is  stowed  in  bunkers  shut  off  from  the  hold  by  movable  partitions,  then  the  spaces  of  these 
lateral  and  temporary  bunkers  are  not  to  be  measured.  In  this  case  the  rule  to  be  applied  is 
that  in  force  on  the  Danube,  namely,  an  allowance  is  made  for  the  coal  space  by  giving  50  per 
cent  of  the  space  occupied  by  the  engine  in  a  paddle-wheel  steamer,  and  75  per  cent  in  a  screw 
steamer.     (See  art.  16  of  the  rules  annexed.) 

Sec.  10.  Ships  furnished  with  permanent  bunkers  may  nevertheless  be  measured  under 
the  Danube  rule.  In  this  latter  case  the  net  tonnage  will  be  fixed  according  to  the  rules  of 
the  above  paragraph. 

Sec.  11.  In  no  case  (except  that  of  tugs)  shall  the  total  of  these  special  deductions  of 
steamships  exceed  50  per  cent  of  the  gross  tonnage. 

Sec.  12.  For  tugs  when  used  exclusively  as  tugs,  the  special  deductions  may  be  made 
without  any  limit  for  space  actually  occupied  by  the  engine  room  and  coal  bunkers. 

Sec.  13.  Provisionally,  and  until  all  the  Governments  have  adopted  uniform  rules  for  net 
tonnage,  and  with  the  object  of  attaining  in  the  meantime  a  certain  uniformity  of  practice,  a 


388  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

special  certificate  may  be  delivered  to  any  steamer  by  the  competent  authority  of  the  country 
to  which  she  belongs,  which  certificate  shall  be  recognized  officially  in  foreign  ports  as  estab- 
lishing the  net  tonnage  upon  which  dues  are  to  be  paid. 

Sec.  14.  In  those  countries  which  have  adopted  Moorsom's  system,  the  above-named 
special  certificate  shall  be  prepared  at  pleasure  either  according  to  the  rule  applicable  to  ships 
with  fixed  bunkers,  or  according  to  the  Danube  rule. 

Sec.  15.  In  countries  where  Moorsom's  system  has  not  yet  been,  but  will  be  adopted, 
steamers  may  be  measured  under  rule  2  of  the  Merchant  Shipping  Act  of  1854,  with  the  factors 
0.0017  and  0.0018.  From  the  gross  tonnage  thus  found  the  special  deductions  given  by  the 
above  sections  6  to  12  shall  be  made. 

The  annexed  special  certificate  as  specified  in  section  13  shall  state  the  gross  tonnage  and 
the  net  tonnage  of  the  ship,  such  net  tonnage  to  be  determined  at  pleasure  either  according  to 
the  rule  applicable  to  ships  with  fixed  bunkers,  or  according  to  the  Danube  rule. 

Sec.  16.  Open  vessels  are  not  comprised  within  the  proposed  international  rules  of  meas- 
urement. 

Sec.  17.  It  is  recommended  that  a  penal  provision  shall  be  enacted  to  the  effect  that  if 
any  of  the  permanent  spaces  which  have  been  deducted  shall  be  employed  either  for  the  use 
of  merchandise  or  passengers,  or  in  any  way  profitably  employed  for  earning  freight,  that  space 
shall  be  added  to  the  net  tonnage,  and  never  more  be  allowed  as  a  deduction. 

The  provisions  of  the  above  paragraphs  embrace  the  principles  which  have  guided  the 
commission  throughout  its  labors,  and  it  now  desires  to  express  the  wish  that  in  order  to  guar- 
antee in  all  countries  the  identical  application  of  those  principles,  the  rules  of  measurement 
proposed  by  it  should  be  adopted  either  by  diplomatic  action  or  by  commissioners  furnished 
with  full  powers,  who  should  come  to  an  understanding  upon  the  means  to  be  employed  for 
putting  those  rules  into  execution,  and  on  all  necessary  details. 

The  commission  in  approaching  the  second  part  of  its  duties  has  had,  in  accordance  with 
the  terms  employed  by  the  Ottoman  Government  in  their  instructions  to  their  delegates,  to 
resolve  the  following  question:  Is  the  system  now  actually  being  applied  for  the  levying  of 
dues  in  the  Suez  Canal  in  harmony  with  the  provisions  of  the  act  of  concession  and  of  the 
imperial  firman  according  to  the  interpretation  given  to  those  documents  by  the  two  vizirial 
letters  addressed  to  his  highness  the  Khedive  ? 

After  having  examined  the  act  of  concession  and  the  documents  above  mentioned,  the 
commission  opened  the  discussion  thereon,  and  having  successively  listened  to  the  observations 
of  the  delegates  of  Germany,  Austria,  Spain,  Great  Britain,  Greece,  Italy,  Holland,  Russia,  and 
Turkey,  was  called  upon  to  deliberate  upon  a  form  of  resolution  presented  by  the  delegates  of 
Great  Britain  (see  the  proces  verbaux,  Nos.  13  to  16).  But  before  taking  a  vote  on  this  resolu- 
tion the  commission  received  in  its  sitting  of  December  9,  through  its  president,  communication 
of  a  letter  of  the  same  date  addressed  to  him  by  his  excellency  Raschid  Pasha,  minister  for 
foreign  affairs.  In  deference  to  the  recommendation  contained  in  that  letter  the  commission 
discussed  and  adopted  officially  an  opinion  in  the  following  form,  which  was  accepted  unani- 
mously, and  which  the  commission  hopes  is  in  harmony  with  the  desire  expressed  by  the  Sub- 
lime Porte. 

OPINION. 

Being  invited  by  the  Sublime  Porte  to  express  an  opinion  upon  the  system  of  levying  dues 
on  the  Suez  Canal  under  the  concession,  the  firman  of  1866,  and  the  vizirial  letters  of  the  17th 
Djemazi-ul-Ewel  and  6th  Djemazi-ul-Ahir  1290,  and  in  conformity  with  the  desire  expressed 
in  his  excellency  Raschid  Pasha's  letter  of  December  9,  1873,  referring  on  the  one  hand  to  the 
act  of  concession  of  the  Suez  Canal,  which  concession  is  to  remain  untouched,  and  on  the  other 
hand  referring,  with  a  view  to  the  application  of  the  provisions  of  that  act,  to  the  general  prin- 
ciples and  rules  of  measurement  already  laid  down  by  the  international  commission,  the  com- 
mission is  of  opinion  that  the  dues  to  be  levied  in  the  canal  may  be  regulated  by  an  arrangement 
upon  the  following  bases: 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  389 

SHIPS    MEASURED    ACCORDING   TO    MOORSOM's    SYSTEM. 

1.  A  surtax  of  4  francs,  in  addition  to  the  tax  of  10  francs,  shall  be  levied  per  net  register 
ton  on  steamers  whenever  the  deductions  due  to  engines  have  been  determined  under  section  a 
of  Clause  XXIII  of  the  Merchant  Shipping  Act  of  1854  defining  Rule  III. 

2.  This  surtax  shall  be  reduced  to  3  francs  for  every  vessel  which  shall  have  inscribed  upon 
her  papers  or  annexed  to  these  papers  the  net  tonnage  based  on  the  system  recommended  by 
the  international  commission,  which  shall  form  the  basis  for  the  levying  of  the  tax  and  the 
surtax. 

3.  It  is  to  be  understood  that  ships  already  measured  according  to  the  alternative  system 
suggested  by  the  commission,  and  particularly  those  under  paragraph  b  of  the  above-named 
clause  of  the  Merchant  Shipping  Act  of  1854,  shall  be  liable  from  the  present  time  to  only  a 
surtax  of  3  francs  per  ton  of  net  register,  provided  always  that  the  deductions  for  engines  and 
fuel  shall  not  exceed  50  per  cent  of  the  gross  tonnage. 

VESSELS  MEASURED  UNDER  ANT  SYSTEM  OTHER  THAN  THAT  OF  MOORSOM. 

4.  Gross  tonnage  of  ships  not  measured  under  Moorsom's  system  shall  be  brought  into 
accordance  with  that  system  by  the  application  of  the  Danube  scale  of  factors,  and  their  net 
tonnage  shall  be  determined  according  to  section  a  of  the  above-named  Clause  XXIII  of  the 
Merchant  Shipping  Act.  These  vessels  shall  pay,  over  and  above  the  tax  of  10  francs,  a  surtax 
of  4  francs  per  ton  on  then-  net  tonnage. 

PROVISION    COMMON    TO    ALL    SHIPS. 

5.  The  surtax  of  3  francs  per  net  register  ton  shall  be  progressively  reduced  in  the  pro- 
portions hereinafter  specified  according  to  the  development  of  the  annual  tonnage  of  ships 
passing  through  the  canal,  and  shall  cease  altogether  so  soon  as  the  said  tonnage  shall  have 
reached  in  any  one  year  2,600,000  net  register  tons,  when  the  original  maximum  tax  of  10  francs 
per  ton  only  shall  become  applicable. 

The  above-named  diminution  of  the  surtax  shall  be  on  the  following  scale:  So  soon  as  the 
net  tonnage  shall  reach  2,100,000  tons  within  one  year  the  company  shall  levy  in  the  following 
years  the  surtax  of  2i  francs  only. 

When  the  net  tonnage  shall  have  reached  2,200,000  tons  within  one  year,  the  year  fol- 
lowing the  surtax  shall  not  exceed  2  francs  per  ton,  and  so  on;  so  that  each  successive  annual 
increase  of  100,000  tons  shall  entail  a  successive  diminution  of  50  centimes  of  the  surtax  for 
the  year  following,  and  when  during  any  one  year  the  net  tonnage  shall  have  arrived  at  2,600,000 
tons  the  surtax  shall  be  entirely  abolished,  and  the  original  tax  not  exceeding  10  francs  per  ton 
shall  be  reverted  to. 

It  is  further  to  be  understood  (a)  that  whenever  the  increase  of  net  tonnage  within  any 
one  year  shall  exceed  100,000  tons  the  surtax  during  the  year  following  shall  be  diminished  by 
50  centimes  per  ton  in  respect  of  each  excess  of  100,000  tons;  (b)  that  once  the  surtax  shall 
have  been  diminished  or  abolished  as  provided  above  no  increase  or  reimposition  shall  be 
allowed  even  if  the  amount  of  net  tonnage  passing  through  the  canal  should  fall  off;  and  (c)  that 
January  1  (new  style)  shall  be  taken  as  the  commencement  of  each  year  for  the  purposes  of 
the  surtax. 

TRANSPORTS,  VESSELS  OF  WAR,  AND  VESSELS  IN  BALLAST. 

6.  Vessels  of  war,  vessels  constructed  or  chartered  for  the  transport  of  troops,  and  vessels 
in  ballast  shall  be  exempted  from  all  surtax;  these  shall  pay  no  higher  dues  than  the  maximum 
tax  of  10  francs  per  net  register  ton. 

After  the  commission  had  expressed  the  above  opinion  in  its  nineteenth  meeting,  the  first 
delegate  of  Turkey  made  the  two  following  declarations,  having  been  thereto  authorized  by  his 
Government : 


390 


MEASUREMENT   OF   VESSELS   FOB  PANAMA   CANAL. 


1 .  That  the  authority  to  levy  a  surtax  of  1  franc  given  to  the  company  in  1871  for  a  special 
puipose  is  withdrawn;  and 

2.  That  no  modification  for  the  future,  of  the  conditions  for  the  passage  through  the  canal 
shall  be  permitted,  whether  in  regard  to  the  navigation  toll  or  the  dues  for  towage,  anchorage, 
pilotage,  etc.,  except  with  the  consent  of  the  Sublime  Porte,  which  will  not  take  any  decision 
on  this  subject  without  previously  corning  to  an  understanding  with  the  principal  powers 
interested  therein. 

The  delegates  of  Great  Britain,  Italy,  Spain,  Belgium,  Austria-Hungary,  Germany,  Turkey, 
France,  Greece,  and  Russia  declared  at  the  twentieth  meeting  of  the  commission  that  they  were 
authorized  by  their  Governments  to  accept  the  provisions  of  the  arrangement  hereinbefore 
contained.  The  delegates  of  Holland  declared  that  they  were  likewise  so  authorized  by  their 
Government,  but  under  the  reserves  which  they  have  already  made  on  certain  points. 

This  report  is  drawn  up  and  signed  at  Constantinople  this  day,  December  18,  1873  (28th 
Chewal  1290). 

(Signed)  For  Germany — 

Gillet. 
Hargreaves. 
For  Austria-Hungary — 

G.  DE   KOSJEK. 

L.  Zamara. 

E.  F.  Nicolich. 
For  Belgium — 

Cam.  Janssen. 
For  Spain — 

Joachim  Togores. 

A.  Ruata. 
For  France — 

A.  D'Avril. 

RUMEATT. 

For  Great  Britain — 
J.  Stokes. 
Philip,  Francis. 

For  Greece — 

A.  A.  H.  Anargtros. 
For  Italy — 

E.  Cova. 

F.  Mattel 
Alex.  Vernoni. 

For  Holland— 
Jansen. 
Richard  S.  Keun. 

For  Russia — 

B.  E.  Steiger. 

KORCHIKOFF. 

For  Sweden  and  Norway — 

O.  von  Heidenstam. 
For  Turkey — 

Edhem. 

M.  Salih. 

H.  Madrilly. 
The  Secretary,  Cabatheodory. 


APPENDIX  XL 


HISTORY  OF  THE  MEASUREMENT  OF  TONNAGE  OF 
VESSELS  USING  THE  SUEZ  CANAL. 


391 


APPENDIX  XI. 


HISTORY  OF  THE  MEASUREMENT  OF  TONNAGE  OF  VESSELS  USING  THE  SUEZ  CANAL.1 

The  franchise  of  the  Suez  Canal  Co.  authorized  it  to  collect  a  maximum  toll  of  10  francs 
($1.93)  per  "ton  of  capacity"  from  all  vessels  passing  through  the  canal.  This  toll  was  to  be 
the  same  for  every  class  of  ship  and  was  to  apply  without  discrimination  to  vessels  of  all  nations. 
The  exact  meaning  of  the  expression  "ton  of  capacity"  was  not  denned.  During  the  construc- 
tion period  of  the  canal  no  one  gave  any  consideration  to  this  question. 

First  period  {1869-1872). — In  1S68,  when  the  canal  was  to  be  opened  to  navigation,  the 
canal  company  appointed  a  special  commission  to  decide  upon  the  various  questions  arising 
in  the  actual  operation  of  the  canal.  This  commission  decided  that,  in  the  absence  of  any 
international  rule  for  the  determination  of  the  tonnage  of  vessels,  it  would  be  best  to  base  the 
toll  to  be  charged  on  the  net  tonnage  of  ships  as  given  by  the  ship's  papers,  without  discrimi- 
nation as  to  the  flag  of  ships.  The  heart  of  the  question  relative  to  the  ton  of  capacity  and  ton 
of  official  measurement  of  the  various  nations  was  not  examined  into. 

Second  period  (1872-1874)- — The  canal  company  first  charged  tolls  upon  this  basis.  The 
receipts  proved  less  than  the  financial  necessities  of  the  company  required.  An  examination 
was  then  made  to  see  if  this  method  of  charging  tolls  complied  with  the  terms  of  the  franchise. 
General  inquiries  were  made  and  a  new  commission,  made  up  of  well-known  and  able  men, 
was  formed  to  go  to  the  bottom  of  the  matter,  and  to  decide  what  standard  should  be  used 
in  determining  the  tonnage  of  ships.  As  a  result  of  its  studies,  the  commission  decided  that 
the  English  gross  tonnage  of  ships,  expressed  in  terms  of  the  English  standard  capacity  ton 
(100  cubic  feet)  was  the  best  measure  of  the  usable  capacity  of  ships.  In  accordance  with  this 
opinion,  a  new  tariff  was  put  in  force  for  the  collection  of  canal  tolls  July  1,  1872. 

Preliminaries  to  the  International  Commission  of  Constantinople. — This  action  gave  rise  to 
lively  recriminations  throughout  the  maritime  world.  The  interpretation  thus  placed  by  the 
canal  company  on  the  terms  of  its  franchise  was  violently  attacked.  Some  Governments  took 
up  the  matter  in  behalf  of  their  citizens  and  addressed  the  sovereign  power  that  had  granted  the 
franchise,  with  a  view  to  obtaining  an  exact  definition  of  what  had  been  meant  by  "ton  of 
capacity."  The  question  ceased  to  be  a  scientific  one,  and  became  a  diplomatic  one.  It  is 
unnecessary  to  go  into  the  pressure  that  was  brought  to  bear  on  the  Ottoman  Porte,  on  both 
sides.  Urged  first  one  way  and  then  the  other  way,  the  Porte  decided,  after  a  fruitless  effort 
to  settle  the  question  himself,  to  refer  it  to  an  international  commission  to  be  assembled  at 
Constantinople. 

In  the  invitation  to  participate  addressed  to  the  other  powers,  the  Porte  treated  the  meas- 
urement of  tonnage  in  the  Suez  Canal  merely  as  a  particular  case  of  the  more  general  problem 
to  be  submitted  to  the  deliberations  of  the  commission.  The  problem  before  the  commission 
was  to  be  "the  determination  of  a  standard  ton  which  would  serve  both  as  a  unit  for  commercial 
transactions  and  also  as  a  unit  on  which  to  collect  the  tolls  to  which  navigation  is  subject." 

The  principal  powers  made  explicit  reservation  in  taking  up  the  program  thus  outlined. 
The  delegates  were  instructed  that  the  commission  should  limit  itself  to  the  consideration  of 
the  case  as  it  applied  to  the  canal  company.     The  English  Government  claimed  that  the  ques- 

1  This  is  Part  II  of  a  monograph  on  "  The  Measurement  of  Vessels,"  by  Lieut.  V.  Beret,  published  at  Paris  in  1905  by  the  Societe  Anonyme  de 
Publications  Periodiques.  Part  I  of  the  monograph  contains  a  history  of  vessel  measurement.  The  translation  of  Part  II  was  made  by  Capt 
J.  E.  Slattery,  Corps  of  Engineers,  United  States  Army,  Nov.  10, 1911. 

61861°— 13 26  393 


394  MEASUBEMENT   OE   VESSELS  FOE  PANAMA  CANAL. 

tion  of  an  international  method  of  measuring  the  tonnage  of  ships  could  be  properly  studied 
only  by  a  conference  held  in  a  great  maritime  center,  such  as  London,  and  could  not  be  properly 
studied  in  Constantinople,  where  the  necessary  sources  of  information  for  the  solution  of  the 
problem  would  not  be  available.  Other  nations,  France,  Germany,  Italy,  and  Austria-Hun- 
gary, had  just  recently  adopted  rules  for  the  measuring  of  tonnage,  based  on  the  Moorsom 
system,  and  were  not  disposed  to  change  them. 

International  Commission  of  Constantinople. — Nevertheless  the  records  of  the  meetings 
showed  all  the  delegates,  except  those  representing  the  canal  company,  engaged  in  the  very 
work  which  their  Government  had  at  first  refused  to  consider;  that  is,  the  search  for  an  inter- 
national system  of  measuring  tonnage. 

This  sudden  reversal  of  attitude  is  somewhat  surprising,  but  the  causes  are  easily  discov- 
ered by  a  little  study.  It  was  evident  that  the  only  international  system  of  measurement 
possible  would  be  one  based  on  the  Moorsom  system,  as  the  measurement  laws  of  all  the  greatest 
maritime  nations  of  the  world  were  based  on  this  system.  The  program  of  the  Porte  could  not 
be  carried  out  if  all  previous  ideas  were  ignored.  Recognizing  this,  there  was  only  one  possible 
solution,  i.  e.,  a  system  based  on  the  Moorsom  system,  freed,  if  necessary,  from  some  of  the 
imperfections  which  discredited  it  in  several  countries. 

By  treating  the  measurement  of  tonnage  at  Suez  as  the  first  application  of  the  general 
solution,  the  powers  would  gain  just  the  point  at  issue  with  the  canal  company.  This  plan 
was  accordingly  followed  without  hesitation  by  the  delegates,  who  totally  disregarded  the  con- 
trary instructions  of  their  Governments. 

The  French  delegates,  who  in  the  conference,  were  the  natural  representatives  of  the  canal 
company,  foresaw  this  danger  and  made  every  effort  to  limit  the  discussion  to  the  interpreta- 
tion of  the  contested  clauses  of  the  franchise. 

In  discussing  this  question  they  were  able  to  show  without  difficulty  that  net  tonnage 
determined  according  to  the  Moorsom  system  expressed  only  very  approximately  the  usable 
capacity  of  ships,  and  that  the  ton  which  served  as  a  measurement  unit  in  the  Moorsom  system 
bore  but  little  relation  to  the  standard  ton  which  ought  to  be  used  in  measuring  the  usable 
capacity  of  a  ship. 

In  the  beginning  the  English  tonnage  had  expressed  accurately  the  freight-carrying  capacity 
of  the  ship.  For  some  considerable  time  before  the  Moorsom  system  was  adopted  in  place  of 
the  former  method,  English  tonnage  had  ceased  to  do  this,  and  the  change  was  made  so  as  not 
to  change  in  any  way  the  total  tonnage  of  the  British  fleet.  The  prime  consideration  in  select- 
ing the  value  of  the  new  ton  to  be  used  as  the  unit  in  determining  the  tonnage  of  ships  was  to 
select  one  that  would  be  sure  to  fulfill  this  condition.  It  had  no  relation  whatsoever  to  the 
capacity  ton,  nor  to  the  ton  commonly  used  in  commercial  transactions,  and  the  tonnage  which 
it  expressed  did  not  at  all  closely  correspond  with  the  usable  capacity  of  the  ships. 

Despite  their  efforts,  the  commission  refused  to  follow  the  French  delegates  in  the  study 
of  the  question  thus  raised.  Faithful  to  their  instructions  which  required  them  to  restrict 
themselves  to  a  search  for  a  method  of  determining  the  usable  capacity  of  ships,  they  withdrew 
and  the  conference  proceeded  in  peace  to  the  elaboration  of  rules  for  an  international  system  of 
measurement. 

It  would  be  unjust  to  question  the  sincerity  of  the  commission  in  its  belief  as  to  the  value 
of  such  a  work.  They  undertook  it  not  only  because  it  was  the  best  way  of  defending  the  inter- 
ests which  they  had  to  uphold,  but  also  because  they  thought  they  were  laying  the  foundation 
for  a  highly  desirable  and  long  desired  understanding.  It  is  nevertheless  true  that,  from  this 
point  of  view,  their  failure  was  complete,  and  that  the  International  Commission  of  Constanti- 
nople succeeded  in  fixing  units  which  apply  only  on  the  Suez  Canal. 

After  having  decided  to  this  extent  on  an  international  system  for  determining  tonnage, 
they  then  took  up  its  application  to  the  canal.  The  extension  of  the  system  to  this  special  case 
was  in  their  eyes  the  first  practical  application;  and,  according  to  then  belief,  it  was  going  to 
obligate  all  the  governments  in  the  reasonably  near  future  to  conform  to  the  system  thus  estab- 
lished.    The  commission  did  not  hesitate  to  declare  hi  a  series  of  recitals  that  "by  the  usable 


MEASUREMENT   OF   VESSELS   FOR  PANAMA   CANAL.  395 

capacity  of  a  ship,  a  capacity  different  from  the  net  tonnage  of  the  ship  determined  in  accord- 
ance with  the  rules  of  the  commission  could  not  be  understood,"  and  that  "the  words  of  the 
franchise  '  capacity  tons '  could  not  apply  to  a  measure  in  pounds  as  the  words  '  of  ships '  excluded 
merchandise  as  a  basis  for  collection;  thus  limited,  the  only  basis  left  on  which  to  collect 
tolls  was  the  tonnage  of  the  vessel." 

The  conclusions  resulting  from  the  recitals,  had  they  been  voted  on,  would  have  been  a 
formal  denial  of  the  claims  of  the  canal  company.  Just  at  this  time  a  measure  was  adopted 
which  saved  the  canal  company  from  the  difficulties  that  would  have  been  involved  in  refunding 
the  excess  tolls  collected  under  its  last  tariff,  to  wit,  authority  was  granted  the  canal  company 
to  collect  a  surtax  over  and  above  the  regular  tolls  authorized  by  the  franchise,  such  surtax 
to  be  reduced  in  proportion  as  receipts  increased. 

The  measure  which  authorized  the  surtax  provided  that  tolls  should  be  collected  on  the  basis 
of  net  tonnage  as  defined  by  the  rules  just  promulgated  for  international  use  in  measuring  tonnage. 
This  brought  about  just  what  the  conclusions  of  the  conference  would  have  effected  had  they 
been  voted  on.  The  recitals  outlined  above  retained  all  their  force,  although  they  were  not 
repeated  in  the  final  document  which  was  the  fruit  of  the  commission's  labor's. 

In  1874  the  company  was  compelled  by  military  force  to  apply  the  new  rules. 

In  1S76  the  rules  promulgated  in  1873  were  finally  accepted  with  slight  modifications  relat- 
ing to  the  gradual  reduction  of  extra  charges.  The  interpretation  of  the  terms  of  its  franchise 
given  by  these  rules  thus  acquired  all  the  force  of  law.  We  shall  now  look  into  the  conse- 
quences which  followed  without  referring  further  to  a  case  tried  so  long  ago,  and  from  the  finding 
in  which  there  is  no  appeal. 

THE    PRINCIPLES    OF    THE    CONSTANTINOPLE    RULES. 

The  terms  of  the  franchise  remained  unchanged. 

Net  tonnage  became  the  lawful  measure  of  the  usable  capacity. 

Net  tonnage  is  calculated  from  gross  tonnage  by  making  certain  deductions. 

Gross  tonnage  includes  the  entire  space  below  the  upper  deck,  and  likewise  all  covered  and 
closed-in  spaces  above  this  deck.  The  commission  formally  decided  against  any  exceptions. 
The  measurement  of  these  spaces  was  to  be  made  according  to  a  geometrical  process  laid  down 
by  the  rules. 

The  commission,  although  accepting  the  principle  of  deductions,  recognized  very  clearly 
the  dangers  which  would  result.  It  was  recognized  that  there  would  be  a  tendency  to  increase 
the  number  and  the  amount  of  deductions  to  be  made,  and  that  frauds  might  be  perpetrated  to 
this  end.  It  endeavored  to  guard  against  this  double  danger  by  establishing  fixed  maxima, 
which  could  not  be  exceeded,  and  by  limiting  and  exactly  specifying  the  spaces  that  could  be 
deducted. 

It  recognized  that  in  doing  this  it  did  not  authorize  the  deduction  of  a  number  of  spaces 
manifestly  useless  for  carrying  cargo,  but  it  thought  that  the  employment  of  such  a  liberal  unit 
of  measurement,  as  the  ton  adopted,  would  sufficiently  compensate  for  the  spaces  not  deducted. 
The  commission  did  not  formally  vote  on  this  proposition,  but  a  number  of  delegates  expressed 
this  view,  and  it  was  not  disputed. 

Net  tonnage  therefore  represents  a  capacity,  part  of  which  is  not  avadable  for  cargo.  It 
is  nevertheless  this  volume,  expressed  hi  terms  of  a  unit  equal  to  100  cubic  feet  or  2.83  cubic 
meters,  which  gives  the  "usable  capacity"  upon  which  the  Suez  Co.  is  authorized  to  collect  tolls. 
Every  change  in  the  rules  established  by  the  commission  for  determining  net  tonnage  tends  to 
change  the  relation  of  equivalence  between  this  tonnage  and  usable  capacity.  It  is  needless 
to  insist  upon  this  point,  since  we  have  seen  that  these  rules  include  hi  the  net  tonnage  a  num- 
ber of  spaces  that  manifestly  can  not  be  used. 

The  tendency  of  national  legislation,  on  the  other  hand,  has  been  to  exclude  in  the  deter- 
mination of  net  tonnage  all  spaces  that  can  not  be  used.  In  each  country  the  net  tonnage 
forms  the  basis  on  which  navigation  taxes  are  assessed.  Each  country  can  modify  net  tonnage 
at  pleasure  within  limits  oermissible  under  international  agreements.     With  the  canal  company 


396  MEASUREMENT    OF   VESSELS   FOB   PANAMA   CANAL. 

it  is  different.  In  accordance  with  its  franchise,  which  remains  unchanged,  the  usable  capacity 
constitutes  the  basis  for  the  collection  of  tolls.  This  usable  capacity  is  expressed  by  the  same 
number  as  the  net  tonnage,  as  long  as  the  latter  is  determined  in  accordance  with  the  rules  laid 
down  by  the  commission.  The  company  can  not  make  any  change  in  these  rules  whatever 
without  violating  the  terms  of  its  franchise,  which  is  its  chart  and  compass. 

In  the  determination  of  gross  tonnage,  no  spaces  can  be  exempted,  and,  in  the  determina- 
tion of  net  tonnage,  only  the  spaces  specified  and  those  only  to  the  extent  laid  down  by  the 
rules  can  be  deducted.  This  rule  is  the  result  of  the  labors  of  the  International  Commission  of 
Constantinople. 

Despite  its  strictness  it  is  nevertheless  subject  to  interpretation.  It  should  not  be  lost  sight 
of  that  the  Constantinople  rules  are  more  than  30  years  old.  The  progress  in  naval  construction 
since  1873  has  greatly  modified  certain  characteristics  of  ships.  Certain  features  designed  espe- 
cially to  improve  tbe  seaworthiness  of  ships  have  been  introduced.  It  has  also  been  necessary 
to  introduce  certain  reforms  intended  to  increase  the  comfort  of  the  crew. 

The  necessity  of  adjusting  the  Constantinople  rules  to  new  conditions  has  resulted  in  an 
evolution,  the  steps  of  which  we  shall  trace. 

EVOLUTION    OF    TONNAGE    MEASUREMENTS    AT    SUEZ. 

Rules  for  measurement. — The  practical  procedure  in  measurement,  decided  upon  in  1873,  has 
become  somewhat  out  of  date  in  certain  cases.  The  number  of  measurements  prescribed  to  be 
taken  should  be  increased  proportionately  to  the  increase  in  the  size  of  ships.  Here  we  see  one 
disadvantage  of  the  inflexibility  of  those  rules,  and  it  is  not  the  only  one.  The  adoption  of 
water  ballast  has  resulted  in  the  frequent  appearance  of  ships  with  irregular  bottom  lines. 
Ships  have  also  been  built  in  which  the  dimensions  of  the  hulls  vary  rapidly.  Here  again  we 
have  to  acknowledge  a  certain  failure  of  the  rules  for  measurement.  The  application  of  the 
parabolic  formula,  which  is  the  only  one  it  is  practicable  to  use,  necessitates  a  sufficient  number  of 
measurements  and  a  uniform  variation  in  the  various  dimensions  between  points  where  they 
are  taken.  This  applies  equally  to  ships  having  irregular  bottom  lines  and  to  ships  varying 
rapidly  in  dimensions  in  certain  parts.  It  is  probable  that  the  Constantinople  commission  might 
have  provided  some  special  rules  for  special  cases.  In  fact,  most  nations  have  already  intro- 
duced such  into  their  system  of  measuring,  and  have  taken  it  upon  themselves  to  improve  upon 
the  Suez  method  of  measuring.  England,  although  she  has  corrected  in  certain  particulars  the 
methods  employed  in  determining  her  own  tonnage,  continues  nevertheless  to  apply  strictly  the 
Constantinople  rules  in  measuring  the  tonnage  for  Suez  navigation.  Only  a  very  approximate 
result  is  obtained  in  the  case  of  rather  long  ships,  with  irregular  bottom  lines,  or  with  hulls  that 
vary  rapidly  in  cross  section  at  certain  points.  Certain  types  of  ships  profit  largely  as  a  result 
of  this  faulty  approximation,  particularly  turret  ships.  Summing  up  all  the  advantages  that  it 
reaps,  a  turret  ship  of  2,500  tons  net  tonnage  would  measure  up  nearly  150  tons  less  than  it 
would  if  it  were  measured  by  methods  better  adapted  to  its  special  case.  This  is  an 'advantage 
amounting  to  nearly  6  per  cent.  In  this  matter,  however,  the  company  is  absolutely  bound  by 
the  letter  of  the  Constantinople  rules.  These  evils,  which  arise  only  in  a  limited  number  of  cases, 
have  already  been  eliminated  by  certain  nations  on  their  own  accord  and  are  of  small  importance. 

Appearance  of  new  usable  spaces. — The  general  substitution  of  iron  for  wood  in  ships  has 
brought  with  it  other  consequences  that  follow  as  a  result  of  the  Suez  rules  for  the  determination 
of  tonnage. 

The  measurements  to  determine  tonnage  are  taken  on  the  inside  of  a  ship  along  the  inner 
faces  of  the  frames.  The  volumes  thus  excluded,  which  correspond  to  the  depth  of  the  frames 
and  the  thickness  of  the  decks,  were  formerly  very  small  and  really  not  usable.  To-day, 
however,  it  is  no  longer  so.  The  reduction  in  the  size  of  scantling  which  the  employment  of 
steel  has  permitted  has  given  to  these  volumes  a  very  considerable  value.  Nevertheless  in 
the  great  majority  of  cases  no  use  is  made  of  these  spaces  for  commercial  purposes.  If,  how- 
ever, liquid  cargoes  became  more  frequent,  or  if  liquid  fuel  came  into  general  use,  the  matter 


MEASUREMENT   OP   VESSELS   FOE   PANAMA   CANAL.  397 

would  become  of  considerable  importance.  The  volumes  thus  excluded  from  measurement 
would  become  entirely  available  for  use,  and  designers  could  increase  them  at  will  by  increasing 
the  depth  of  the  frames  and  the  thickness  of  the  decks.  There  is  not  much  doubt  but  that 
according  to  the  spirit  of  the  Constantinople  rules  these  spaces  could  not  be  taxed. 

As  a  rule  no  use  is  yet  made  of  these  spaces  except  for  water  ballast.  This  is  not  really  a 
commercial  use  and  the  company  has  never  made  any  objection  to  their  use  in  this  manner. 
In  accordance  with  its  customary  liberal  policy  it  has  even  approved  this  use  of  such  spaces. 

Spaces  for  water  ballast. — Water  ballast  is  not  always  carried  in  the  space  between  decks. 
Certain  compartments  are  sometimes  especially  provided  for  this  purpose.  The  company, 
however,  can  not  except  any  of  these  spaces  unless  they  are  excluded  regularly  under  the  rules. 
One  exception  has  been  made  in  favor  of  double-bottom  vessels.  This  type  was  more  or  less 
in  favor  for  a  time  because  the  system  of  double  bottoms  could  be  readily  applied  to  all  ships. 
The  cellular  method  of  carrying  water  ballast  which  has  now  supplanted  it  is  entitled  to  the 
exemption  of  the  water-ballast  spaces  in  the  double  bottoms  by  the  rules  themselves.  The 
measures  taken  by  the  company  for  water  ballast  carried,  according  to  the  Maclntyre  system, 
were  inspired  by  the  desire  not  to  place  at  a  disadvantage  one  type  of  ship  as  compared  with 
another. 

It  is  not  possible,  however,  to  go  further  in  this  matter  and  exempt  or  deduct  from  meas- 
urement such  water-ballast  spaces  as  the  peak  or  deep  water  ballast  tanks,  which  are  not 
excluded  by  the  rules  themselves,  on  the  theory  that  they  are  not  available  for  carrying 
merchandise,  provisions,  or  fuel.  National  systems  of  measurement  have  all  tended  more  or 
less  to  exclude  such  spaces.  The  Suez  Co.  can  not  do  so.  Water  ballast  is  merely  the  modern 
substitute  for  the  old  solid  ballast  which  ships  had  to  take  when  their  cargo  was  light,  and  the 
commission  of  1873  intentionally  did  not  exempt  from  measurement  the  space  occupied  by 
this  ballast.  It  is  one  of  the  many  spaces  not  capable  of  being  used  for  cargo  that  was  not 
excluded,  but  was  intended  to  be  adequately  compensated  for  by  the  adoption  of  such  a  liberal 
unit  as  the  Moorsom  ton.  This  was  the  opinion  of  Sir  John  Stokes,  who  was  perhaps  the  most 
influential  member  of  the  International  Commission  of  Constantinople.  In  a  memorandum 
which  he  addressed  to  the  board  of  trade  in  1879  he  thus  expressed  himself: 

I  have  no  hesitation  in  saying  that  the  exemption  of  water-ballast  spaces  would  raise  a  storm  of  opposition  from 
the  Suez  Canal  direction  and  I  think  that  they  would  find  no  justification  in  the  Constantinople  rules  which  now 
regulate  the  question. 

This  storm  of  opposition  which  Sir  John  Stokes  predicted  did  not  burst,  for  there  has 
never  been  any  effort  made  to  have  exempted  in  the  Suez  measurements  water-ballast  spaces 
which  are  exempted  under  national  measurement  rules.  The  water-ballast  spaces  exempted 
under  the  Suez  rules  are  exempted  only  because  of  their  location.  They  are  exempted  because 
they  are  comprised  within  the  depths  of  the  frames  or  of  the  decks.  The  Suez  rules  absolutely 
cover  this  point.     Unhappily,  limits  are  not  so  well  denned  on  some  other  points. 

Deck  spaces. — The  commission  of  Constantinople  declared  that  the  measurements  should 
include  all  spaces  without  any  exemptions.  In  1878,  in  the  course  of  negotiations  with  the 
company,  the  English  Government  succeeded  in  having  allowed  a  practice  which  practically 
amounted  to  the  exemption  of  certain  deck  spac'es.  Skylights,  companionways,  and  hatch- 
ways to  the  extent  of  one-half  of  1  per  cent  of  the  gross  tonnage  were  exempted  from  meas- 
urement. The  importance  of  these  spaces  is  slight  hi  comparison  with  the  violation  of  the 
principle  of  nonexemption,  caused  by  the  exemption  of  these  spaces  from  the  measurement  for 
gross  tonnage.  It  was  the  forerunner  of  a  conflict  which  nearly  destroyed  this  fixed  principle. 
The  controversy  over  deck  spaces  was  foreseen  at  the  beginning  of  the  Suez  system  of  measure- 
ment. It  was  in  the  very  nature  of  things  that  it  should  arise.  It  was  endeavored  at  Constan- 
tinople to  foresee  it  and  provide  for  it  by  the  strictness  of  the  text — a  hope  which  was  not 
realized.  The  controversy  was  postponed  but  not  avoided.  It  arose  first  in  the  national 
systems  of  measurements,  and  it  may  be  said  without  great  error  that  the  solutions  reached  in 
national  systems  were  largely  responsible  for  the  raising  of  this  question  at  Suez.     Shipowners 


398  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

encouraged  by  these  decisions  naturally  wished  to  obtain  similar  concessions  from  the  Suez  Co., 
but  were  always  refused.  The  obligations  imposed  upon  the  company  by  its  franchise  made 
it  absolutely  impossible  for  it  to  consent.  To  have  yielded  upon  this  point  would  have  resulted 
in  one  special  type  of  ship  being  favored. 

Though  the  controversy  would  probably  have  arisen  anyway,  the  exactness  of  the  defini- 
tions which  should  have  prevented  it  is  not  above  criticism.  Certainly  the  intention  of  the 
definitions  is  not  doubtful,  but  hi  such  matters  intention  is  not  always  sufficient.  Even  the 
strictness  of  the  text  of  the  Constantinople  conference  failed  to  go  far  enough.  It  gave  two 
definitions — one  for  open  spaces  and  the  other  for  closed  spaces.  It  failed  because  these  were 
exactly  complementary  to  each  other,  while  as  a  matter  of  fact  there  is  a  middle  ground.  It 
might  have  been  sufficient  for  one  of  them,  say  open  spaces,  which  are  more  clear  and  less 
subject  to  dispute.  The  company  has  always  held  that  this  definition  represented  most  faith- 
fully the  intention  of  the  Constantinople  rules,  and  has  always  considered  it  as  the  exact  limits 
of  its  right.  The  company,  however,  could  not  disregard  the  other  definition,  bound  as  it  is 
by  the  text  which  is  its  law  and  guaranty,  and  had  to  take  it  into  consideration.  The  definition 
of  closed  spaces  is,  unfortunately,  much  less  precise,  and  it  is  in  regard  to  its  rights  concerning 
this  that  all  the  discussions  have  come  up.  The  whole  question  resolves  itself  into  the  estab- 
lishment of  a  definite  criterion  for  facility  in  closing  the  openings  of  the  deck  spaces  after  meas- 
urement. It  is  to  be  noted  that  the  presence  of  merchandise  is  not  sufficient  exactly  to  deter- 
mine the  character  of  these  deck  spaces.  The  transportation  of  cargo  on  deck  or  deck  loads 
in  open  spaces  was  authorized  by  the  commission,  and  it  has  always  been  extremely  difficult 
to  define  exactly  what  was  meant  by  deck  cargo.  To  attempt  to  lay  down  an  exact  criterion 
in  this  matter  is  to  be  between  Charybdis  and  Scylla. 

The  question  did  not  become  acute  until  some  time  after  the  promulgation  of  the  rules. 
This  is  to  be  regretted.  The  solution  which  would  have  been  reached  when  the  discussions 
of  the  Constantinople  commission  were  still  fresh  in  everyone's  memory  would  have  been  much 
more  in  accordance  with  the  spirit  of  this  commission.  For  a  number  of  years,  however,  ships 
had  but  few  or  no  deck  spaces.  The  evolution  in  naval  construction,  which  increased  more 
and  more  the  importance  of  these  structures,  took  place  slowly.  The  concessions  made  in 
national  systems  of  measurement  helped  to  accelerate  this  evolution.  Nevertheless,  for  a  long 
time  the  company  was  called  upon  to  consider  only  isolated  cases  and  it  did  not  treat  these 
first  cases  with  the  strictness  which  it  should  have  done.  Such  were  the  cases  of  the  Puttalo 
in  1875,  of  the  Aeolus  in  1880,  and  of  the  Penang  in  1881.  Its  action  during  this  initial  period 
was  influenced  by  the  attitude  of  the  English  Government. 

In  the  course  of  the  negotiations  which  resulted  in  the  arrangement  of  1878,  the  board 
of  trade  claimed  the  right  of  those  Governments  which  had  participated  in  drawing  up  the 
rules  of  1873  to  apply  them  as  they  saw  fit,  without  regard  to  the  company's  interpretation. 
In  a  measure  it  claimed  infallibility  in  this  matter.  It  did  not  admit  that  the  company  could 
tax  spaces  not  included  in  the  special  Suez  certificate  as  long  as  these  spaces  had  not  been 
changed  nor  then-  use  modified,  simply  because  the  company  interpreted  the  Constantinople 
rules  differently  from  the  board  of  trade,  and  placed  a  different  meaning  on  the  words  "easirv 
closed."  If  all  other  Governments  had  made  the  same  pretense  as  the  English  Government 
a  condition  of  chaos  would  have  followed  in  the  application  of  the  rules,  since  each  would  have 
had  the  right  to  interpret  them  in  its  own  fashion.  This  would  have  been  absolutely  incom- 
patible with  the  primary  obligation  imposed  on  the  company  by  its  franchise  to  deal  equally 
with  all  flags.  The  situation  practically  carried  with  it  the  obligation  of  recognizing  the  com- 
pany to  a  greater  or  lesser  extent  as  the  judge  and  arbitrator  of  the  interpretation  which  might 
be  made  of  the  Constantinople  rules.  The  Suez  Co.  endeavored  to  exercise  this  r61e  only  so 
far  as  necessary  in  order  to  maintain  as  complete  harmony  as  possible  with  the  nations  which 
are  its  principal  patrons.  Seven-tenths  of  the  traffic  which  passes  through  the  canal  sails 
under  the  English  flag.  An  understanding  with  the  board  of  trade  is  thus  essential,  and  other 
nations  must  sooner  or  later  accept  the  conditions  to  which  the  strongest  patron  of  the  company 
subscribed. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  399 

The  Board  of  Trade  seems  to  have  recognized  the  danger  of  leaving  the  application  of  the 
rules  of  1S,7S  to  the  individual  interpretation  of  the  nations.  In  1S97  it  even  pointed  out  to 
the  company  certain  abuses  in  the  matter  of  interpretation  in  the  case  of  11  Dutch  ships. 

Even  at  this  time  the  isolated  cases  of  disagreement  which  marked  the  beginning  of  the 
controversv  over  deck  spaces  were  beginning  to  increase  in  number.  The  evolution  in  naval 
construction  became  more  marked,  and  the  importance  of  these  deck  spaces  increased.  As  early 
as  1S95  the  operating  department  of  the  canal  noted  the  number  of  poops,  bridges,  and  fore- 
castles which  it  had  found  practically  inclosed,  although  they  had  not  been  measured.  In 
1S96  the  number  of  these  cases  increased.  In  one  of  them — that  of  the  Baron  Glamis — the 
Board  of  Trade  sought  the  opinion  of  the  company.  In  order  to  do  away  with  the  friction  the 
Board  of  Trade  hi  1S97  gave  new  instructions  to  its  surveyors.  It  laid  down  exactly  what 
arrangements  for  closing  were  necessary  in  order  to  make  a  space  a  closed  one. 

The  company  soon  discovered  that  these  instructions  were  insufficient.  It  began  to  under- 
stand that  the  ingeniousness  of  shipowners  and  constructors  would  always  find  some  way  to 
get  around  the  obstacles  which  they  might  try  to  impose  on  them  in  this  way.  Therefore  the 
difficulties  continued. 

The  arrangement  of  1899. — In  1899,  upon  the  advice  of  Sir  John  Stokes,  one  of  the  three 
representatives  of  the  British  Government  in  the  council  of  administration  of  the  Suez  Canal, 
the  operating  department  tried  to  reach  a  solution  by  laying  down  a  rule  similar  to  that  which 
for  a  long  time  had  existed  in  the  English  law.  All  the  spaces  excluded  from  measurement 
in  accordance  with  the  instructions  of  the  Board  of  Trade  of  1897  would  be  taxed  whenever 
they  were  used  for  carrying  merchandise. 

This  measure  was  well  suited  to  lead  to  the  satisfactory  solution  sought  for,  but  it  was 
absolutely  contrary  to  the  company's  franchise.  It  substituted  taxation  of  capacity  used  for 
taxation  of  capacity  usable.  The  obligation  of  the  company  to  maintain  inviolate  the  principles 
of  its  franchise  and  of  the  Constantinople  rules,  which  merely  complement  the  former,  com- 
pelled it  to  revoke  this  concession,  which  the  shipowners  immediately  endeavored  to  profit 
by  to  the  utmost,  and  was  leading  to  manifest  abuses.  One  of  the  most  serious  was  the  use 
of  isolated  deck  spaces  under  the  upper  deck  as  a  sheltered  deck  space  without  a  continuous 
deck  (case  of  the  South  America).     Sir  John  Stokes  himself  presented  evidence  of  the  facts. 

The  company  never  sanctioned  the  arrangement  known  as  that  of  1899,  and  in  reality  the 
practice  was  introduced  without  its  formal  consent.  The  experiences  of  the  last  few  years  have 
compelled  it  to  recognize  that  the  ingeniousness  of  the  shipowners  and  constructors  would 
always  twist  and  distort  the  definitions  which  it  might  give  to  closed  and  open  spaces.  It 
therefore  insisted  that  no  further  effort  in  this  direction  should  be  attempted.  From  its  point 
of  view  the  only  practical  way  of  solving  the  difficulty  was  to  judge  whether  as  a  matter  of 
actual  fact  or  not  the  deck  spaces,  under  the  terms  of  the  Constantinople  rules,  represented  an 
increase  of  carrying  capacity  which  could  be  utfiized  for  the  transportation  of  merchandise 
other  than  deck  loads.  The  position  of  the  company  was  so  sound  that  the  Board  of  Trade 
could  not  fail  to  recognize  it.  Sir  John  Stokes,  the  author  of  the  arrangement  of  1899,  forced 
them  to  recognize  it,  and  the  arrangement  of  1902  was  the  fruit  of  his  efforts. 

The  arrangement  of  1902. — The  shelter  deck  spaces,  which  had  been  one  of  the  principal 
causes  of  recent  disagreement,  received  a  special  treatment.  The  company  consented  to 
exempt  from  tolls  those  portions  of  shelter-deck  spaces  which  were  entitled  to  it  because  of 
their  openings.  The  character  of  isolated  deck  spaces  was  to  be  judged  by  the  company's 
former  rules;  that  is,  those  of  1897.  In  the  case  of  those  which  would  thus  be  declared  open, 
a  declaration  was  to  be  obtained  from  the  shipowners  as  to  the  use  for  which  they  were  intended, 
and  then,  depending  upon  the  use  to  be  made  of  them,  they  were  to  be  added  to  or  omitted 
from  the  tonnage.  But  it  was  understood  that  every  space  not  measured  would  always  there- 
after be  subject  to  tolls  if  it  were  ever  found  in  use. 

This  very  important  arrangement  marked  the  return  to  the  principles  of  its  franchise, 
which  the  company  considered  to  be' indispensable,  but  it  was  not  able  to  obtain  those  fair 
decisions  which  it  regards  as  the  only  way  to  decide  the  question  of  deck  spaces.     The  sur- 


400  MEASUREMENT   OF  VESSELS  FOB  PANAMA  CANAL. 

veyors  left  it  to  the  declaration  of  the  shipowners  when  a  space  was  judged  open  according 
to  the  rules  agreed  to  by  the  Board  of  Trade. 

This  clause  contained  the  seed  of  new  difficulties.  It  placed  a  premium  on  dishonesty 
among  the  shipowners.  The  company  did  not  have  to  wait  long  to  see  the  effects.  Some 
ships  arrived  at  the  canal  (Poplar  Branch,  City  of  Edinburgh,  Oanfa,  Fullwell)  with  enormous 
deck  spaces  not  measured.  These  deck  spaces  had  been  judged  open  because  of  the  arrange- 
ment of  their  openings,  and  the  shipowners  declared  that  they  did  not  expect  to  make  any  use 
of  them.  It  was  a  manifest  abuse,  but  was  only  a  temporary  one,  since  it  was  only  necessary 
that  these  spaces  should  be  used  a  single  time  for  them  to  be  always  thereafter  taxed.  The 
company  decided,  however,  that  it  would  not  tolerate  it,  even  for  the  time  being,  and  the  Board 
of  Trade  recognized  the  evil  of  the  arrangement  of  1902. 

The  arrangement  of  1904- — A  new  study  resulted  in  the  elaboration  of  the  rules  of  1904, 
which  were  accepted  by  the  Board  of  Trade,  and  were  not  promulgated  by  the  company  until 
after  a  conference  with  the  French  department  of  taxes  and  the  German  bureau  of  registry. 
Under  the  rules  of  1904  nothing  was  changed  in  regard  to  the  treatment  of  shelter-deck  spaces, 
but  the  company  finally  obtained  the  suppression  of  the  1897  instructions,  which  determined 
whether  a  space  was  open  or  closed.  This  matter  was  to  be  left  to  the  fair  judgment  of  the 
surveyors.  It  was  for  them  to  decide  in  the  light  of  experience  and  good  sense  whether  or  not 
a  deck  space  could  be  used  for  transporting  merchandise  other  than  deck  loads.  This  was  what 
the  company  had  always  claimed,  but  it  had  to  make  a  concession  in  order  to  accomplish  this. 

The  arrangement  of  1902  had  caused  rather  lively  recriminations  in  parts  of  the  maritime 
world.  Among  the  arguments  made  to  attack  this  arrangement  was  the  claim  that  poops, 
bridges,  and  forecastles  had  no  other  use  than  to  contribute  to  the  safety  of  the  ship,  and  were 
not  intended  for  commercial  purposes.  The  concession  agreed  to  by  the  company  in  order  to 
get  back  to  the  true  application  of  the  Constantinople  rules  was  made  in  order  to  satisfy  these 
claims.  The  company  agreed  to  exempt  from  .tolls  such  poops,  bridges,  and  forecastle  spaces 
as  were  deemed  necessary  for  the  security  of  the  ship.  The  surplus  which  could  not  be  justly 
exempted  for  this  reason  was  to  remain  subject  to  tolls.  One  consideration  entirely  beyond  the 
concern  of  the  canal  company  turned  up  to  limit  its  liberality.  The  spaces  which  were  to  be 
exempted  from  tolls  at  Suez  would  have  continued  to  be  subject  to  tonnage  taxes  everywhere 
else,  because  they  were  closed  in  accordance  with  the  English  measurement.  Shipowners 
would  have  had  good  reason  to  claim  a  similar  concession  from  the  Board  of  Trade.  This  the 
Board  of  Trade  would  not  have  been  willing  to  grant,  since  it  had  already  gone  far  enough  in  the 
way  of  concessions,  although  along  different  lines;  thus  it  was  understood  that  the  exemption 
agreed  to  by  the  company  in  the  rules  of  1904  would  not  extend  to  the  spaces  or  portions  of 
spaces  which  according  to  the  English  measurement  rules  would  be  considered  closed. 

A  few  other  provisions  will  now  complete  the  rules  of  1904  and  the  details  of  their  appli- 
cation. The  most  important  were  intended  to  bring  about  a  correspondence  between  the 
exemption  agreed  to  in  the  matter  of  deck  spaces  which  took  the  form  of  shelter-deck  spaces 
and  those  granted  in  the  matter  of  isolated  deck  spaces.  The  object  of  this  was  to  avoid  favor- 
ing one  type  of  ship  at  the  expense  of  another.  It  was  with  this  same  idea  in  view  that  the 
benefit  of  the  exemption  of  1904  was  not  granted  to  deck  spaces  which  were  located  under 
those  which  had  already  profited  by  these  rules. 

The  concessions  thus  made  by  the  company  would  have  been  contrary  to  the  principles  of 
its  franchise  and  the  Constantinople  rules  if  care  had  not  been  taken  to  subordinate  them  to 
one  restrictive  clause,  to  wit,  that  eveiy  space  exempted  bj'  the  rules  of  1904  would  always  be 
subject  to  tolls  from  the  day  on  which  it  was  found  in  actual  use  for  transporting  merchandise 
or  supplies.  Thanks  to  this  precaution  the  position  taken  by  the  company  was  not  contrary 
to  the  principles  which  must  always  remain  inviolate. 

The  exemption  of  shelter-deck  spaces  could  be  regarded  as  questionable  exemptions.  The 
Constantinople  definitions  did  not  clearly  define  the  nature  of  a  shelter-deck  space  nor  cover 
openings  of  a  certain  class.  In  the  absence  of  an  exact  criterion,  a  special  treatment  was 
followed,  which  was  a  compromise  between  the  claims  of  the  shipowners  and  the  company. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  401 

The  exemption  on  account  of  safety  granted  to  poops,  bridges,  and  forecastles  appeared 
at  first  view  the  most  difficult  to  decide.  One  might  consider  it  a  regular  deduction  by  slightly 
enlarging  the  category  of  these  "closed  and  covered  spaces  on  the  deck  intended  for  use  in 
working  the  ship,"  which  the  Constantinople  rules  permitted  to  be  deducted,  provided  that  they 
did  not  exceed  the  specified  limit  of  5  per  cent  to  which  all  these  general  deductions  are 
subjected. 

One  must,  however,  place  these  spaces  outside  of  this  category.  They  are  spaces  which 
the  Constantinople  commission  did  not  foresee.  In  fact,  in  1873  the  existing  ideas  were  based 
to  a  great  extent  upon  experience  with  sailing  vessels,  and  it  was  an  admitted  fact  that  such 
deck,  spaces  were  opposed  to  the  security  of  the  ships.  To-day  we  are  better  informed  upon 
this  point,  and  the  laws  relating  to  the  load  water  line,  which  have  only  the  safety  of  the  ship 
in  view,  consider  certain  amount  of  these  spaces  as  favorable  and  take  them  into  consideration. 
This  is,  then,  a  new  case,  and  the  Constantinople  rules  can  not  apply  to  it.  In  order  to  recog- 
nize the  new  conditions  the  company  has  had  to  consent  not  to  a  modification  but  to  an  addition 
to  these  rules. 

Following  the  promulgation  of  the  1904  rides,  deck  spaces  in  England  received  a  treatment 
the  principal  features  of  which  may  be  summed  up  as  follows : 

Deck  spaces  are  divided  into  three  classes: 

(a)  Spaces  closed  in  accordance  with  the  British  rules  for  determining  tonnage; 

(6)  Spaces  open  under  the  British  rules  and  closed  under  the  Suez  rules; 

(c)   Spaces  open  under  the  Suez  rules. 

The  first  are  in  every  case  added  to  the  gross  tonnage  and  not  entitled  to  the  benefits  of  any 
special  exemption.  It  is  left  entirely  to  the  surveyors  to  determine  the  character  of  these 
spaces. 

The  spaces  of  the  second  class  are  added  to  the  Suez  tonnage  and  are  entitled  to  the 
exemption  of  the  1904  rules  under  the  conditions  laid  down.  The  surveyors  decide  whether  a 
space  belongs  to  the  second  or  third  class  according  to  the  following  principles: 

Every  space  merely  under  a  sheltering  roof  conforms  to  the  Constantinople  definition  of 
an  open  space,  and  belongs  to  the  third  class.  All  other  spaces  are  judged  by  the  character  of 
their  openings.  An  opening  in  a  bulkhead  less  than  one-half  the  width  of  the  space  is  con- 
sidered easy  to  close.  An  opening  in  a  bulkhead  greater  than  one-half  the  width  of  the  space 
is  not  considered  easy  to  close,  unless  special  arrangements  for  closing  it  are  provided.  Deck 
hatchways  are  not  considered. 

Spaces  in  the  third  class,  so  determined,  are  entitled  to  exemption  as  a  matter  of  right 
under  the  Constantinople  rules.  It  seems  that  the  English  practice  rather  exceeds  what  the 
rules  of  1904  permitted,  but  the  precedence  which  this  practice  created  during  a  period  of  10 
months  has  sufficed  to  give  it  a  sort  of  official  sanction.  However,  these  measures  lead  to  grave 
abuses.  The  most  certain  abuse  would  be  the  exaggeration  of  poops,  bridges,  and  forecastles 
provided  with  openings  greater  than  one-half  their  width,  for  which,  because  of  this  fact,  an 
exemption  from  tolls  would  be  claimed.  It  is  essential,  therefore,  to  immediately  provide  an 
interpretation  of  the  rules  of  1904.  It  is  possible  to  do  this  without  rejecting  the  English 
practice,  which  has  already  in  a  way  acquired  the  force  of  an  established  custom,  by  supple- 
menting it  and  imposing  restrictions.  It  is  supremely  important  that  these  principles  remain 
inviolate,  to  wit,  that  every  deck  space  which  is  not  a  space  under  a  simple  sheltering  roof 
may  always,  in  accordance  with  the  Constantinople  definition  of  open  spaces,  be  added  to  the 
tonnage  whatever  may  be  the  nature  of  its  openings,  if,  as  a  matter  of  fact,  it  increases  the 
usable  capacity  of  the  ship;  and  if  in  the  beginning  it  is  not  thus  considered,  the  fact  of  its  being 
used  a  single  time  for  carrying  merchandise  is  sufficient  to  establish  its  true  character  and  to 
subject  it  to  tolls.  Whatever  practice  is  followed  in  the  treatment  of  deck  spaces,  this  prin- 
ciple must  necessarily  dominate  it  under  penalty  of*  returning  to  the  era  of  difficulties  which  the 
company  has  just  passed  through  during  recent  years.  (See  Appendix  XIV  for  British  appli- 
cation of  Suez  rules  in  1911.) 


402  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

Deductions. — We  have  just  seen  that  certain  exemptions  allowed  by  the  1904  rules  must 
be  considered  as  in  reality  deductions.  The  Constantinople  commission  classed  deductions 
under  two  different  headings:  General  deductions  common  to  all  classes  of  ships,  and  special 
deductions  for  machinery  space  on  steamships.  The  application  of  these  Constantinople  rules 
has  not  caused  any  serious  difficulties  since  their  adoption  by  the  company. 

Arrangement  of  1878. — Nevertheless,  in  the  beginning  it  appeared  to  the  English  Govern- 
ment that  the  enumeration  of  spaces  to  be  deducted  as  being  exclusively  intended  for  the  crew 
and  officers  was  incomplete.  This  question  was  looked  into  in  the  course  of  negotiations  which 
we  have  already  referred  to  in  describing  the  right  claimed  by  the  Board  of  Trade  to  interpret 
the  rules.  The  result  was  the  agreement  of  1878,  by  which  the  company  agreed  to  allow  deduc- 
tions in  the  case  of  rooms  for  officers  and  petty  officers,  bathrooms,  chart  rooms,  and  doctor's 
cabin.  This  arrangement  was  merely  an  addition  to  the  Constantinople  rules,  but  did  not , 
alter  any  of  its  principles.  It  is  in  accordance  with  the  liberal  spirit  which  the  company  has 
always  shown  whenever  it  has  been  able  to  do  so  without  violating  the  terms  of  its  franchise  or 
the  provisions  of  the  rules  of  1873. 

Deductions  for  crew  spaces. — It  has  recently  appeared  that  the  agreement  of  1878  imposed 
too  low  limits  upon  the  deductions  for  rooms  and  for  bathrooms.  The  limits  correspond  to 
the  conditions  then  existing,  but  are  too  strict  for  the  present  day.  Considerable  changes 
have  taken  place  since  that  time.  The  greater  comforts  provided  for  the  crew  have  led  to 
installations  which  neither  the  commission  of  1873  nor  the  agreement  of  1878  mentioned  as 
among  those  that  might  be  deducted.  But  if  the  text  of  these  rules  does  not  specify  them,  it, 
nevertheless,  can  not  be  doubted  but  that  the  deductions  of  these  spaces  conform  to  the  spirit 
which  inspired  these  rules.  The  time  would,  therefore,  appear  to  be  ripe  to  increase  the  number 
of  spaces  to  be  deducted  as  spaces  intended  for  the  crew  and  for  the  officers,  and  to  increase  the 
limits  which  the  agreement  of  1878  placed  on  some  of  them.  The  limit  which  the  commission 
imposed  so  formally  and  precisely  upon  the  total  of  all  these  general  deductions  must,  however, 
remain  unchanged.  A  study  of  this  question  shows  that  in  a  great  majority  of  cases  the  per- 
missible limit  of  5  per  cent  of  gross  tonnage  will  not  be  reached  by  permitting  the  deduction 
of  all  the  rooms  for  officers  and  petty  officers  and  of  all  bathrooms  and  lavatories  for  the  ex- 
clusive use  of  the  crew  and  officers.  There  would,  therefore,  be  no  trouble  in  adopting  this 
liberal  measure,  which  is  clearly  in  accordance  with  the  spirit  of  the  rules.  It  should  be  under- 
stood, however,  that  the  maximum  limit  of  5  per  cent  can  not  in  any  case  be  exceeded. 

Deductions  for  machinery. — The  Constantinople  rules  have  left  to  the  shipowners  the 
choice  between  two  methods  of  deducting  motive-power  spaces.  The  commission  intended 
not  only  to  deduct  the  volume  of  the  engine  room  and  fireroom  but  also  the  space  occupied  by 
the  fuel.  This  space  not  always  being  fixed,  the  commission  permitted  deductions  to  be  deter- 
mined either  by  measuring  existing  structures  or  by  basing  them  upon  the  volume  of  the 
machinery  space  as  indicating  the  volume  of  space  to  be  used  for  carrying  fuel.  This  is  called 
the  Danube  rule  of  excess  allowance. 

It  is  to  be  remarked  that  fuel  might  he  considered  with  some  justice  as  true  merchandise. 
By  taking  on  a  great  quantity  of  fuel  ships  avoid  the  necessity  of  purchasing  it  from  ports  of 
call,  and  thus  establish  its  true  nature  as  merchandise  and  provisions.  This  point  of  view 
could  not  be  admitted,  and  was  not  even  presented  before  the  commission,  the  principal  care 
of  which  was  to  keep  in  harmony  with  the  principal  features  of  the  Moorsom  system,  according 
to  which  such  a  deduction  was  permissible. 

The  application  of  the  rules  for  the  deduction  of  spaces  occupied  by  the  machinery  has 
never  caused  serious  difficulties.  The  maritime  world  has  never  attacked  them.  In  the  great 
majority  of  cases  the  Danube  rule  is  applied,  and  one  might  sa}7  without  exaggeration  that  the 
deduction  that  it  permits  generally  considerably  exceeds  the  space  really  occupied  bjr  the  fuel. 
This  possibly  explains  why  this  rule  enjoys  the  favor  of  shipowners. 

It  is  possible  that  the  more  general  employment  of  liquid  fuel  may  considerably  change 
the  position  in  this  matter.  The  heavy  petroleum  oils  employed  for  firing  can  be  easily  stored 
in  the  spaces  between  the  frames,  spaces  which  are  exempted  in  accordance  with  the  method 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  403 

prescribed  for  measurement.  To  apply  the  Danube  rule  in  such  a  case  would  result  in  deduct- 
ing from  the  gross  tonnage  a  volume  representing  spaces  which  did  not  exist — namely,  spaces 
for  fuel — and  this  would  be  manifestly  absurd.  The  absurdity,  distinctly  contrary  to  the 
Constantinople  rules,  would  result  in  favoritism  being  shown  to  ships  using  this  method  of 
filing.  It  would  violate  the  essential  principle  of  the  franchise,  which  is  equal  treatment  to  all 
ships.  It  would  not  be  possible  to  avoid  this  difficulty  without  violating  one  of  the  Constanti- 
nople rules,  and  it  is  probable  that  such  action  would  have  serious  consequences.  It  is  well 
known  that  in  certain  countries  one  is  bound  by  the  letter  of  the  law  in  spite  of  the  absurd 
consequences  which  might  result.  An  example  of  this  is  the  case  of  the  Isabella  in  the  history 
of  Engbsh  measurement.  This  contingency  has  happily  not  yet  come  up.  The  general  use  of 
liquid  fuel,  which  has  been  predicted  for  some  years,  has  not  yet  materialized.  Nevertheless, 
it  would  be  imprudent  not  to  admit  that  this  method  of  firing  may  be  used  much  more  in  the 
future  than  at  present.  The  company,  therefore,  must  move  with  great  prudence  in  this 
matter,  and  refrain  from  making  any  decision  which  might  establish  a  precedent  to  be  used 
against  it  if  ever  the  question  assumes  a  real  importance. 

During  the  last  few  years  a  new  type  of  marine  engine,  namely,  the  steam  turbine,  has 
made  its  appearance,  and  promises  a  successful  future.  This  brings  up  the  question  of  deter- 
mining whether  or  not  the  Danube  rule  will  fit  to  this  new  case.  Will  the  proportion  of  the 
volume  of  the  engine  allowed  in  determining  the  space  occupied  by  fuel  apply  to  this  new  class 
of  engine?  The  exact  information  necessary  in  order  to  give  a  definite  opinion  is  at  present 
lacking,  but  it  seems  probable  that  the  Danube  rule  will  in  this  case  remain  sufficiently  sat- 
isfactory. 

Furthermore,  it  is  to  be  remarked  that  since  1873  the  ordinary  type  of  engine  has  been 
greatly  perfected;  although  their  dimensions  have  been  increased,  the  space  occupied  per 
horsepower  has  been  decreased.  The  consumption  of  coal  is  proportionate  to  the  power  of  the 
engine,  and  not  to  the  space  occupied  by  it.  This  evolution  would  have  run  great  risk  of  upset- 
ting any  empirical  rule  such  as  the  Danube  rule,  if  it  had  not  been  accompanied  by  a  corre- 
sponding reduction  in  the  fuel  consumption  per  horsepower.  A  horsepower  requires  much  less 
space,  but  it  also  requires  much  less  coal.  The  Danube  rule  is,  therefore,  still  applicable  at 
the  present  time.  • 

Actual  Suez  measurement. — The  study  of  Suez  measurement  from  its  beginning  up  to  the 
present  time  shows  that  it  has  obeyed  the  law  of  evolution  which  no  human  institution  can 
hope  to  escape;  but  this  evolution  has  taken  place  without  sensibly  passing  bej'ond  the  rigid 
limits  which  the  franchise  of  the  company  and  the  Constantinople  rules  imposed  upon  the 
company.  Thus  the  differences  between  the  original  system  and  its  present  application  are 
very  slight. 

The  principle  of  measuring  all  the  spaces,  which  had  at  one  time  been  lost  sight  of,  has 
been  affirmed  anew,  and  remains  practically  unchanged.  The  method  of  measurement  con- 
tinues to  give  a  sufficiently  accurate  approximation  in  the  great  majority  of  cases,  and  when- 
ever it  has  failed  here  and  there  the  several  nations  have  made  the  necessary  corrections  on 
their  own  initiative.  The  method  of  measurement  naturally  excludes  certain  spaces  which 
have  become  more  important  than  formerly,  but  up  to  the  present  time  these  spaces  have 
not  been  used  in  practice  except  to  carry  water  ballast.  The  deductions  remain  within  the 
maximum  limits  laid  down,  and  these  limits  have  proven  sufficiently  large  to  enable  greater 
deductions  to  be  made  for  crew  space  and  to  allow  for  the  new  conditions  which  have  arisen, 
without  departing  from  the  spirit  of  the  rules.  The  method  of  calculating  the  deductions  for 
machinery  is  still  satisfactory  from  even-  point  of  view.  The  method  of  determining  the  net 
Suez  tonnage  is  practically  the  same  as  that  established  by  the  International  Commission  of 
Constantinople. 

The  legal  maxim  which  it  proclaimed,  namely,  that  the  net  tonnage  so  determined  was 
the  best  expression  of  the  usable  capacit}',  remains  true.  It  may  be  asked  if  the  evolution  of 
the  Suez  system  might  not  have  been  altogether  different  if  the  company  had  been  left  to  its 


404  MEASUREMENT   OF  VESSELS  FOE  PANAMA  CANAL. 

own  resources  to  resist  the  powerful  influences  which  during  the  same  time  have  so  largely 
modified  national  systems  of  measurement.  The  Suez  system  of  measurement,  in  consequence 
of  its  application  solely  in  the  canal,  is  in  a  peculiar  situation.  The  combined  influences  of  the 
entire  maritime  world  oppose  the  lone  interest  of  one  company.  The  struggle  would  not 
have  been  equal  if  the  international  agreement  had  not  given  it  the  force  and  the  power,  which 
it  otherwise  certainly  would  have  lacked.  This  is  one  consequence,  as  beneficial  as  unforeseen, 
at  the  Constantinople  conference,  the  decisions  of  which  had  to  be  forced  upon  the  Suez  Co.  by 
military  force. 

En  resume,  despite  some  imperfections,  the  Suez  system  of  measurement  is  certainly  the 
most  sane  of  all  those  in  existence.  It  has  the  faults  common  to  all  systems,  which  base  tonnage 
on  volumes  obtained  by  making  certain  deductions.  It  fully  taxes  the  facilities  for  trans- 
porting volumes,  and  taxes  the  facilities  for  transporting  weights  in  a  more  or  less  uncertain 
and  generally  more  indulgent  fashion.  The  limits,  which  have  been  placed  upon  the  total  extent 
of  deductions  permissible,  prevent  the  advantage  which  ships  especially  designed  for  the  trans- 
portation of  heavy  cargoes  would  enjoy,  if  their  tonnage  were  based  solely  on  volumes  from 
acquiring  an  excessive  and  scandalous  value.  And  it  is  impossible  to  obtain  net  Suez  tonnages 
of  zero  or  negative  value  as  happens  in  the  British  registry  to  the  great  disadvantage  of  the 
companies  and  private  corporations,  whose  revenues  are  thus  collected  upon  a  basis  which  is 
about  as  poor  a  measure  as  possible  for  the  services  which  such  enterprises  render  the  ships. 
It  is  impossible  to  give  an  idea  of  the  excesses  to  which  volume  measurement  badly  established, 
such  as  that  of  England,  may  lead.  Mr.  Isakson,  surveyor  for  Lloyd's  and  member  of  the 
Institution  of  Naval  Architects,  prepared  three  plans  of  a  ship  capable  of  carrying  4,000  tons 
of  heavy  cargo.  According  to  the  first  plan  the  net  tonnage,  British  register,  is  100  tons. 
According  to  the  second,  it  is  zero,  and  according  to  the  third,  it  is  negative  and  equal  to 
100  tons  minus. 

It  is  fitting  to  recall  the  words  of  one  of  the  administrators  of  the  company  at  the  second 
commission  of  investigation  in  1871. 

If,  as  said  by  a  noted  diplomat,  speech  has  been  given  man  in  order  to  disguise  his  thoughts,  one  would  be  tempted 
to  believe  from  the  results  obtained  that  the  methods  prescribed  for  measuring  tonnage  have  been  created  in  order 
to  disguise  the  true  tonnage. 

The  wisdom  of  the  Constantinople  rules  and  their  maintenance  intact,  in  spite  of  the  vicis- 
situdes of  time,  protects  the  Suez  method  of  determining  tonnage,  in  a  great  measure,  from 
the  burden  of  this  reproach. 


APPENDIX  XII. 


SUEZ  CANAL  COMPANY'S  RULES  FOR  THE 
MEASUREMENT  OF  VESSELS. 


405 


APPENDIX  XII. 


SUEZ    CANAL    COMPANY'S    RULES    FOE    THE    MEASUREMENT    OF    VESSELS.1 

General  Principles. 

1.  The  gross  tonnage  or  total  capacity  of  ships  comprises  the  exact  measurement  of  all 
spaces  (without  any  exception)  below  the  upper  deck,  as  well  as  of  all  permanently  covered 
and  closed-in  spaces  on  that  deck. 

Note. — By  "permanently  covered  and  closed-in  spaces  on  the  upper  deck  "  are  to  be  understood  all  those  which 
are  separated  off  by  decks  or  coverings,  or  fixed  partitions,  and  therefore  represent  an  increase  of  capacity  which  might 
be  used  for  the  stowage  of  merchandise,  or  for  the  berthing  and  accommodation  of  the  passengers  or  of  the  officers 
and  crew.  Thus  any  one  or  more  openings,  either  in  the  deck  or  coverings,  or  in  the  partitions,  or  a  break  in  the 
deck,  or  the  absence  of  a  portion  of  the  partition,  will  not  prevent  such  spaces  being  comprised  in  the  gross  tonnage, 
if  they  can  be  easily  closed  in  after  admeasurement,  and  thus  better  fitted  for  the  transport  of  goods  and  passengers. 
But  the  spaces  under  awning  decks  without  other  connection  with  the  body  of  the  ship  than  the  props  necessary 
for  supporting  them,  which  are  not  spaces  "separated  off"  and  are  permanently  exposed  to  the  weather  and  the  sea, 
will  not  be  comprised  in  the  gross  tonnage,  although  they  may  serve  to  shelter  the  ship's  crew,  the  deck  passengers, 
and  even  merchandise  known  as  "deck  loads." 

2.  "Deck  loads"  are  not  comprised  in  the  measurement. 

3.  Closed  spaces  for  the  use  or  possible  use  of  passengers  will  not  be  deducted  from  the 
gross  tonnage. 

4.  The  determination  of  deductions  for  coal  spaces  may  be  effected  either  by  the  rules  of 
the  European  Danube  Commission  of  1871  or  by  the  exact  measurement  of  fixed  bunkers. 

Rule  I. — For  measuring  the  gross  tonnage  of  empty  vessels. 

Article  1.  The  length  for  the  admeasurement  of  ships  having  one  or  more  decks  is  taken 
on  the  tonnage  deck,  which  is — 

(a)  The  upper  deck  for  vessels  having  one  or  two  decks. 

(6)  The  second  deck  from  below  for  vessels  having  more  than  two  decks. 

Measure  the  length  of  the  ship  in  a  straight  line  along  the  upper  side  of  the  tonnage  deck 
from  the  inside  of  the  inner  plank  (average  thickness)  at  the  side  of  the  stem  to  the  inside  of 
the  midship  stern  timber  or  plank  there,  as  the  case  may  be  (average  thickness),  deducting 
from  this  length  what  is  due  to  the  rake  of  the  bow  in  the  thickness  of  the  deck,  and  what  is 
due  to  the  rake  of  the  stern  timber  in  the  thickness  of  the  deck,  and  also  what  is  due  to  the 
rake  of  the  stern  timber  in  one-third  of  the  round  of  the  beam;  divide  the  length  so  taken  into 
the  number  of  equal  parts  required  by  the  following  table,  according  to  the  class  in  such  table 
to  which  the  ship  belongs. 

Art.  2.  Class  1.  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measurement, 
50  feet  long  or  under,  into  4  equal  parts. 

Class  2.  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measurement,  above 
50  feet  long  and  not  exceeding  120  feet,  into  6  equal  parts. 

Class  3.  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measurement,  above 
120  feet  long  and  not  exceeding  180  feet,  into  8  equal  parts. 

Class  4.  Ships  of  which  the  toimage  deck  is,  according  to  the  above  measurement,  above 
180  feet  long  and  not  exceeding  225  feet,  into  10  equal  parts. 

1  The  Suez  Company's  measurement  rules  are  the  regulations  for  the  measurement  of  tonnage  recommended  by  the  International  Tonnage 
Commission  which  assembled  at  Constantinople,  in  1873. 

407 


408  MEASUREMENT  OF  VESSELS  FOE  PANAMA  CANAL. 

Class  5.  Ships  of  which  the  tonnage  deck  is,  according  to  the  above  measurement,  above 
225  feet  long,  into  12  equal  parts.1 

Art.  3.  Then,  the  hold  being  first  sufficiently  cleared  to  admit  of  the  required  depths  and 
breadths  being  properly  taken,  find  the  transverse  area  of  such  ship  to  each  point  of  division  of 
the  length  as  follows:  Measure  the  depth  at  each  point  of  division,  from  a  point  at  a  distance  of 
one-third  of  the  round  of  the  beam  below  such  deck,  or,  in  case  of  a  break,  below  a  line  stretched 
in  continuation  thereof,  to  the  upper  side  of  the  floor  timber  at  the  inside  of  the  limber  strake, 
after  deducting  the  average  thickness  of  the  ceiling  which  is  between  the  bilge  planks  and  the 
limber  strake.  Then,  if  the  depth  at  the  midship  division  of  the  length  do  not  exceed  16  feet, 
divide  each  depth  into  four  equal  parts;  then  measure  the  inside  horizontal  breadth  at  each  of 
the  three  points  of  division,  and  also  at  the  upper  and  lower  points  of  the  depth,  extending 
each  measurement  to  the  average  thickness  of  that  part  of  the  ceiling  which  is  between  the 
points  of  measurement.     Number  these  breadths  from  above  (i.  e.,  numbering  the  upper  breadth 

1,  and  so  on  down  to  the  lowest  breadth).  Multiply  the  second  and  fourth  by  four,  and  the 
third  by  two ;  add  these  products  together,  and  to  the  sum  add  the  first  breadth  and  the  fifth. 
Multiply  the  quantity  thus  obtained  by  one-third  of  the  common  interval  between  the  breadths, 
and  the  product  shall  be  deemed  the  transverse  area;  but  if  the  midship  depth  exceed  16  feet, 
divide  each  depth  into  6  equal  parts  instead  of  4,  and  measure,  as  before  directed,  the  horizontal 
breadths  at  the  five  points  of  division,  and  also  at  the  upper  and  lower  points  of  the  depth; 
number  them  from  above,  as  before;  multiply  the  second,  fourth,  and  sixth  by  4,  and  the  third 
and  fifth  by  2;  add  these  products  together,  and  to  the  sum  add  the  first  breadth  and  the  seventh. 
Multiply  the  quantity  thus  obtained  by  one-third  of  the  common  interval  between  the  breadths, 
and  the  product  shall  be  deemed  the  transverse  area. 

Art.  4.  The  area  of  the  transverse  sections  can  also  be  measured  with  the  same  precision 
by  the  following  method  of  polar  coordinates: 

Divide  each  transverse  half  section  into  five  angular  sectors,  having  the  same  angle  at  the 
apex  (this  angle  is  equal  to  -^  of  a  degree  =  18°),  and  take  for  the  area  of  each  of  these  sectors 
the  area  of  the  sector  of  the  circle  comprised  between  its  extreme  radii,  and  described  by  the 
mean  radius. 

In  making  the  measurement,  measure  the  mean  radius  of  each  sector,  of  which  the  two 
extreme  radii  would  make,  the  one  with  the  horizontal  line  and  the  other  with  the  vertical  line, 
an  angle  of  9°,  while  the  others  are  uniformly  18°  apart. 

In  order  to  obtain  their  directions,  place  on  the  plane  of  the  section  a  semicircle  properly 
divided,  and  turned  so  that  its  horizontal  diameter  may  pass  through  the  third  of  the  round  of 
the  beam,  and  that  its  center  may  be  found  in  the  central  longitudinal  vertical  plane  of  the 
ship;  the  radii  are  to  be  measured  by  means  of  a  tape  fixed  in  the  center  of  the  semicircle. 

In  order  to  calculate  the  area  of  the  section,  square  the  mean  radh  thus  measured,  add 
them  together,  and  the  sum  multiplied  by  0.31416  shall  be  deemed  to  be  the  area  of  the  section. 

Art.  5.  Number  the  transverse  sections  measured  by  one  of  these  methods  successively  1, 

2,  3,  etc.,  giving  No.  1  to  the  extreme  limit  of  the  length  at  the  bow,  and  the  last  number  to  the 
extreme  limit  of  the  length  at  the  stern;  then,  whether  the  length  be  divided  according  to  the 
table  into  4  or  12  parts,  as  in  classes  1  and  5,  or  any  intermediate  number,  as  in  classes  2,  3,  and 
4,  multiply  the  second  and  every  even-numbered  area  by  4,  and  the  third  and  every  odd- 
numbered  area  (except  the  first  and  last)  by  2;  add  these  products  together,  and  to  the  sum  add 
the  first  and  last,  if  they  yield  anything;  multiply  the  quantity  thus  obtained  by  one-third  of  the 
common  interval  between  the  areas,  and  the  product  will  be  the  cubical  contents  of  the  space 
under  the  tonnage  deck.  The  tonnage  of  this  volume  is  obtained  by  dividing  it  by  100,  if  the 
measurements  are  taken  in  English  feet;  and  by  2.83  if  the  measurements  are  taken  in  meters.3 

Art.  6.  If  the  ship  has  a  third  deck,  commonly  called  a  spar  deck,  the  tonnage  of  the  space 
between  it  and  the  tonnage  deck  shall  be  ascertained  as  follows:  Measure  in  feet  the  inside 
length  of  the  space  at  the  middle  of  its  height  from  the  plank  at  the  side  of.  the  stem  to  the 

1  A  greater  number  of  divisions  is  not  prohibited  so  long  as  they  are  an  even  number. 

2  In  these  rules  the  multiplier  0.353  may  be  used  instead  of  the  divisor  2.83  to  give  meters. 


MEASUREMENT   OF   VESSELS  FOB  PANAMA  CANAL.  409 

lining  on  the  timbers  at  the  stern,  and  divide  the  length  into  the  same  number  of  equal  parts 
into  which  the  length  of  the  tonnage  deck  is  divided,  as  above  directed;  measure  (also  at  the 
middle  of  its  height)  the  inside  breadth  of  its  space  at  each  of  the  points  of  division,  also  the 
breadth  of  the  stem  and  the  breadth  at  the  stern;  number  them  successively  1,  2,  3,  etc.,  com- 
mencing at  the  stem;  multiply  the  second  and  all  the  other  even-numbered  breadths  by  4,  and 
the  third  and  all  the  other  odd-numbered  breadths  (except  the  first  and  last)" by  2;  to  the  sum 
of  these  products  add  the  first  and  last  breadths;  multiply  the  whole  sum  by  one-third  of  the 
common  interval  between  the  breadths,  and  the  result  will  give  in  superficial  feet  the  mean 
horizontal  area  of  such  space;  measure  the  mean  height  of  such  space,  and  multiply  by  it  the 
mean  horizontal  area,  and  the  product  will  be  the  cubical  contents  of  the  space;  divide  this 
product  by  100,  or  by  2.83  if  the  measurements  are  taken  in  meters,  and  the  quotient  shall  be 
deemed'  to  be  the  tonnage  of  such  space,-  and  shall  be  added  to  the  other  tonnage  of  the 
ship  ascertained  as  aforesaid;  and  if  the  ship  has  more  than  three  decks,  the  tonnage  of  each 
space  between  decks  above  the  tonnage  deck  shall  be  severally  ascertained  in  manner  above 
described,  and  shall  be  added  to  the  tonnage  of  the  ship  ascertained  as  aforesaid. 

Art.  7.  If  there  be  a  break,  a  poop,  or  any  other  permanent  closed-in  space  on  the  upper 
deck  available  for  cargo  or  stores,  or  for  the  berthing  or  accommodation  of  passengers  or  crew, 
the  tonnage  of  such  space  shall  be  ascertained  as  follows:  Measure  the  internal  mean  length 
of  such  space  in  feet,  and  divide  it  into  two  equal  parts;  measure  at  the  middle  of  its  height 
three  inside  breadths,  namely,  one  at  each  end  and  the  other  at  the  middle  of  the  length;  then 
to  the  sum  of  the  end  breadths  add  four  times  the  middle  breadth,  and  multiply  the  whole  sum  by 
one-third  of  the  common  interval  between  the  breadths;  the  product  will  give  the  mean  hori- 
zontal area  of  such  space;  then  measure  the  mean  height,  and  multiply  by  it  the  mean  horizontal 
area;  divide  the  product  by  100,  or  by  2.83  if  the  measurements  are  taken  in  meters,  in  order 
to  obtain  the-tonnage  of  such  space. 

Art.  8.  In  measuring  the  length,  breadth,  and  height  of  the  general  volume  of  the  ship 
or  that  of  the  other  spaces,  reduce  to  the  mean  thickness  the  parts  of  the  ceiling  which  exceed  it. 
When  the  ceiling  is  wanting,  or  when  it  is  not  permanently  fixed,  the  length  and  breadth  are 
reckoned  from  the  frame  of  the  ship. 

Rule  II. —  For  measuring  the  gross  tonnage  of  laden  ships. 

Art.  9.  When  ships  have  their  cargo  on  board,  or  when  for  any  other  reason  their 
tonnage  cannot  be  ascertained  by  means  of  Rule  I,  proceed  in  the  following  manner: 

Measure  the  length  on  the  upper  deck  from  the  outside  of  the  outer  plank  at  the  stem 
to  the  aftside  of  the  sternpost,  deducting  therefrom  the  distance  between  the  aftside  of  the  stern- 
post  and  the  rabbet  of  the  sternpost  at  the  point  where  the  counterplank  crosses  it. 

Measure  also  the  greatest  breadth  of  the  ship  to  the  outside  of  the  outer  planking  or  wales. 

Then,  having  first  marked  on  the  outside  of  the  ship  on  both  sides  thereof,  the  height  of 
the  upper  deck  at  the  ship's  sides,  girt  the  ship  at  the  greatest  breadth  in  a  direction  perpen- 
dicular to  the  keel  from  the  height  so  marked  on  the  outside  of  the  ship,  on  the  one  side,  to  the 
height  so  marked  on  the  other  side,  by  passing  a  chain  under  the  keel;  to  half  the  girth  thus 
taken  add  half  the  main  breadth;  square  the  sum,  multiply  the  result  by  the  length  of  the  ship 
taken  as  aforesaid;  then  multiply  this  product  by  the  factor  0.17  in  the  case  of  ships  built  of 
wood,  and  by  the  factor  0.18  in  the  case  of  ships  built  of  iron.  The" product  will  give  approxi- 
mately the  cubical  contents  of  the  ship,  and  the  general  tonnage  can  be  ascertained  by  divid- 
ing by  100  or  by  2.83,  according  as  the  measurements  are  taken  in  English  feet  or  in  meters. 

Art.  10.  If  there  be  a  break,  a  poop,  or  other  permanent  covered  and  closed-in  spaces 
(as  denned  in  the  general  principles)  on  the  upper  deck,  the  tonnage  of  such  spaces  shall  be 
ascertained  by  multiplying  together  the  mean  length,  breadth,  and  depth  of  such  spaces,  and 
dividing  the  product  by  100  or  2.83,  according  as  the  measurements  are  taken  in  English  feet 
or  meters,  and  the  quotient  so  obtained  shall  be  deemed  to  be  the  tonnage  of  such  space,  and 
shall  be  added  to  the  other  tonnage  in  order  to  determine  the  gross  tonnage  or  total  capacity 
of  the  ship. 

61861°— 13 27 


410  measurement  of  vessels  foe  panama  canal. 

Deductions  to  be  Made  from  the  Gross  Tonnage  in  Order  to  Ascertain  the  Net 

Tonnage.1 

Art.  1 1 .  To  find  from  the  gross  tonnage  of  vessels  as  above  set  forth  the  official,  or  net  register 
tonnage,  either  for  sailing  vessels  or  for  steamships,  the  following  mode  of  operation  must  be 
resorted  to : 

sailing  vessels. 

Art.  12.  For  sailing  vessels  deduct  the  spaces  exclusively  and  entirely  occupied  by 
the  crew  and  the  ship's  officers,  those  taken  up  by  the  cookhouse  and  latrines  exclusively  used 
by  the  ship's  officers  and  crew,  whether  they  be  situated  above  or  below  the  upper  deck;  the 
covered  and  closed-in  spaces,  if  there  be  any  situated  on  the  upper  deck,  and  used  for  working 
the  helm,  the  capstan,  the  anchor  gear,  and  for  keeping  the  charts,  signals,  and  other  instru- 
ments of  navigation. 

Each  of  the  spaces  deducted  as  above  may  be  limited  according  to  the  requirements  and 
customs  of  each  country,  but  the  deductions  must  never  exceed  in  the  aggregate  5  per  cent  of 
the  gross  tonnage. 

Art.  13.  The  measurement  of  these  spaces  is  to  be  effected  according  to  the  rules 
set  forth  for  the  measurement  of  covered  and  closed-in  spaces  on  the  upper  deck;  the  result, 
obtained  by  deducting  the  total  of  such  allowances  from  the  gross  tonnage,  represents  the  net 
or  register  tonnage  of  sailing  vessels. 

steamships. 

Art.  14.  For  vessels  propelled  by  steam  or  any  other  mechanical  power  deduct: 

1.  The  same  spaces  as  for  sailing  vessels  (art.  12)  with  the  limitation  to  5  per  cent  of  the 
gross  tonnage. 

2.  The  spaces  occupied  by  the  engines,  boilers,  coal  bunkers,  shaft  trunks  of  screw  steamers, 
and  the  spaces  between  decks  and  in  the  covered  and  closed-in  erections  on  the  upper  deck 
surrounding  the  funnels,  and  required  for  the  introduction  of  air  and  light  into  the  engine 
rooms,  and  for  the  proper  working  of  the  engines  themselves.  Such  deductions  can  not  exceed 
50  per  cent  of  the  gross  tonnage. 

Art.  1 5.  The  measurement  of  the  spaces  allowed  for,  both  in  sailing  vessels  and  in  steam- 
ships (sec.  1  of  art.  14),  is  to  be  effected  according  to  the  rules  set  forth  in  articles  12  and  13 
for  sailing  vessels. 

Spaces  for  which  allowances  are  made  in  steamships  only  (sec.  2  of  art.  14)  are  measured 
according  to  the  following  rules : 

ships  having  coal  bunkers  with  movable  partitions. 

Art.  16.  In  ships  that  do  not  have  fixed  bunkers,  but  transverse  bunkers  with  movable 
partitions,  with  or  without  lateral  bunkers,  measure  the  space  occupied  by  the  engine  rooms, 
and  add  to  it,  for  screw  steamers  75  per  cent,  and  for  paddle  steamers,  50  per  cent  of  such  space. 

By  the  space  occupied  by  the  engine  rooms  is  to  be  understood  that  occupied  by  the 
engine  room  itself  and  by  the  boiler  room  together  with  the  spaces  strictly  required  for  their 
working,  with  the  addition  of  the  space  taken  up  by  the  shaft  trunk  in  screw  steamers  and  the 
spaces  between  decks  which  inclose  the  funnels  and  are  necessary  for  the  admission  of  air  and 
light  into  the  engine  rooms. 

These  spaces  are  measured  in  the  following  manner:  Measure  the  mean  depth  of  the  space 
occupied  by  the  engines  and  boilers  from  its  crown  to  the  ceiling  at  the  limber  strake;  measure 
also  three,  or,  if  necessary,  more  than  three  breadths  of  the  space  at  the  middle  of  its  depth, 
taking  one  of  such  measurements  at  each  end  and  another  at  the  middle  of  the  length;  take 

1  Extract  from  the  final  report  of  the  International  Tonnage  Commission  assembled  at  Constantinople  in  1873. 

Sec.  17.  It  is  recommended  that  a  penal  provision  shall  be  enacted  to  the  effect  that  if  any  of  the  permanent  spaces  which  have  been  deducied 
shall  be  employed  either  for  the  use  of  merchandise  or  passengers,  or  in  any  way  profitably  employed  for  earning  freight,  that  space  shall  be  added 
to  the  net  tonnage,  and  never  more  be  allowed  as  a  deduction. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  411 

the  mean  of  such  breadths;  measure  also  the  mean  length  of  the  space  between  the  foremost 
and  aftermost  bulkheads  or  limits  of  its  length,  excluding  such  parts,  if  any,  as  are  not  actually- 
occupied  by  or  required  for  the  proper  working  of  the  engines  and  boilers.  Multiply  together 
these  three  dimensions  of  length,  breadth,  and  depth,  and  the  product  will  be  the  cubical  con- 
tents of  the  space  below  the  crown.  Then  find  the  cubical  contents  of  the  space  or  spaces, 
if  any,  between  the  crown  aforesaid  and  the  uppermost  or  poop  deck,  as  the  case  may  be, 
which  are  framed  in  for  the  machinery  or  for  the  admission  of  light  and  air,  by  multiplying 
together  the  length,  depth,  and  breadth  thereof.  Add  such  contents  as  well  as  those  of  the 
space  occupied  by  the  shaft  trunk  to  the  cubical  contents  of  the  space  below  the  crown; 
divide  the  sum  by  100  or  by  2.83,  according  as  the  measures  are  taken  in  feet  or  meters 
and  the  result  shall  be  deemed  to  be  the  tonnage  corresponding  to  the  engine  and  boiler 
room  which  serves  as  basis  for  the  deductions  referred  to. 

If  in  any  ship  in  which  the  space  aforesaid  is  to  be  measured,  the  engines  and  boilers  are 
fitted  in  separate  compartments,  the  contents  of  each  shall  be  measured  separately  in  like 
manner,  according  to  the  above  rules,  and  the  sum  of  their  several  results  shall  be  deemed 
to  be  the  tonnage  of  the  engine  rooms  which  serves,  as  aforesaid,  as  basis  for  the  total  deductions. 

SHIPS    WITH    FIXED    COAL    BUNKERS. 

Art.  17.  In  ships  with  fixed  coal  bunkers,  measure  the  mean  length  of  the  engine  and 
boiler  room,  including  the  coal  bunkers.  Ascertain  the  area  of  three  transverse  sections  of 
the  ship  (as  set  forth  in  the  rules  given  in  arts.  3  and  4  for  the  calculation  of  the  gross 
tonnage)  to  the  deck  which  covers  the  engine.  One  of  these  three  sections  must  pass  through 
the  middle  of  the  aforesaid  length,  and  the  two  others  through  the  two  extremities.  Add 
to  the  sum  of  the  two  extreme  sections  four  times  the  middle  one,  and  multiply  the  sum  thus 
obtained  by  the  third  of  the  distance  between  the  sections.  This  product  divided  by  100, 
if  the  measurements  are  taken  in  English  feet,  or  by  2.83  if  they  are  taken  in  meters,  gives 
the  tonnage  of  the  space  in  question.  If  the  engines,  boilers,  and  bunkers  are  in  separate 
compartments,  they  are  separately  measured,  as  above  set  forth,  and  the  results  are  added 
together. 

In  screw  steamers  the  contents  of  the  shaft  trunk  are  measured  by  ascertaining  the  mean 
length,  breadth,  and  heighth,  and  the  product  of  the  multiplication  of  these  three  dimensions 
divided  by  100  or  2.83,  according  as  the  measurements  are  taken  in  English  feet  or  in  meters, 
gives  the  tonnage  of  such  space. 

The  tonnage  of  the  following  spaces  between  decks,  and  in  the  coVered  and  closed-in 
erections  on  the  upper  deck,  is  ascertained  by  the  same  method,  viz:  (a)  The  spaces  framed 
in  round  the  funnels,  (b)  The  spaces  required  for  the  admission  of  fight  and  air  into  the 
engine  rooms,     (c)  The  spaces,  if  any,  necessary  for  the  proper  working  of  the  engines. 

Art.  18.  Instead  of  the  measurement  of  fixed  bunkers,  the  rules  for  bunkers  with 
movable  partitions  as  set  forth  in  article  16  may  be  applied. 

Art.  19.  In  the  case  of  tugs  the  allowances  are  not  limited  to  50  per  cent  of  the  gross 
tonnage;  all  the  spaces  occupied  by  machinery,  boilers,  and  coal  bunkers  may  be  deducted. 
Nevertheless,  if  such  vessels  are  not  exclusively  employed  as  tugs,  the  deductions  in  question 
can  not  exceed  50  per  cent  of  the  gross  tonnage. 

ADDITIONAL   DEDUCTIONS    ALLOWED    BY    THE    SUEZ    CANAL    COMPANY. 

The  company  allows  the  following  spaces  to  be  included  in  the  deductions  specified  at 
article  12  of  the  regulations  for  the  measurement  of  tonnage,  provided  the  deductions  do  not, 
in  the  aggregate,  exceed  5  per  cent  of  the  gross  tonnage: 

(a)  The  chart  room,  even  when  also  used  as  the  captain's  cabin.  When,  however,  the 
captain's  accommodation  comprises  several  rooms,  one  of  which  is  the  chart  room,  that  room 
alone  is  deducted;  but,  in  all  cases,  the  room  used  as  the  chart  room,  must,  if  it  is  to  be 
deducted,  be  situated  on  the  upper  deck. 

(b)  Cabins  of  the  ship's  doctors,  if  actually  occupied  by  them. 


412  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

(c)  A  mess  room,  if  there  is  one,  for  the  exclusive  use  of  the  officers  and  engineers;  or, 
if  they  exist,  two  mess  rooms,  one  of  them  for  the  exclusive  use  of  the  officers,  the  other  one  for 
the  exclusive  use  of  the  engineers.  A  mess  room,  if  there  is  one,  for  the  exclusive  use  of  the 
petty  officers.  No  deduction  is  allowed  for  the  officers'  mess  room  in  ships  having  passenger 
accommodation,  which  are  not  also  provided  with  a  passengers'  mess  room. 

(d)  All  spaces  fitted  as  bathrooms,  or  lavatories,  for  the  exclusive  use  of  the  ship's  officers, 
engineers,  and  crew,  with  the  exception  of  such  of  the  said  bathrooms  as  is  available  for 
passengers  when  no  bathroom  for  their  exclusive  use  is  provided. 

(e)  All  spaces  specially  provided  for  the  storage  of  electric  searchlights  and  wireless 
telegraphy  appliances,  on  condition  that  they  are  situated  on  the  upper  deck. 

The  above  specified  spaces  can  only  be  deducted  if  they  bear  a  distinctly  visible  and 
permanent  indication  of  their  exclusive  appropriation. 

MEASUREMENT    OF    DECK    SPACES. 

For  vessels  fitted  with  superstructure  the  following  rules,1  which  concern  only  such  spaces 
as  are  excluded  from  the  national  tonnage,  are  applied: 

I. — Ships  with  one  tier  of  superstructures  only. 

1.  Poop,  bridge,  forecastle. — The  following  exemptions  are  allowed: 

(a)  Such  length  of  the  poop  measured  from  the  inside  of  the  stern  timber,  at  half  height 
of  the  said  poop,  as  shall  be  equal  to  one-tenth  of  the  full  length  of  the  ship 

(b)  The  portion  of  the  bridge  in  way  of  the  air  spaces  of  the  engine  and  boiler  spaces,  it 
being  understood  that  such  air  spaces  are  not  considered  to  extend  beyond  the  forward  bulk- 
head of  the  stokehold  and  the  after  bulkhead  of  the  main  engine  room. 

(c)  Sue*h  length  of  the  forecastle  measured  from  the  inside  of  the  stem  at  half  height  of 
the  said  forecastle,  as  shall  be  equal  to  one-eighth  of  the  full  length  of  the  ship. 

(d)  In  each  of  the  above  three  cases  of  superstructures,  such  portions  in  the  walls  of  the 
ships  as  are  in  way  of  openings  not  provided  with  any  means  of  closing  and  corresponding  to 
one  another. 

2.  Poop  and  bridge  combined,  or  forecastle  and  bridge  combined. — In  each  of  these  combined 
spaces  the  following  exemptions  are  allowed: 

(a)  That  length  only  which  corresponds  to  the  openings  of  the  engine  room  and  boiler 
spaces  as  specified  in  (b)  above. 

(b)  Such  portions  as  are  in  way  of  openings  not  provided  with  any  means  of  closing  and 
corresponding  to  one  another. 

3.  Shelter  decks. — In  the  case  of  shelter  decks  the  portions  in  way  of  openings  not  provided 
with  any  means  of  closing  and  corresponding  to  one  another.  Such  air  spaces  as  are  situated 
within  the  shelter  deck  must  be  measured  into  the  engine-room  space  and  deducted  together 
with  75  per  cent  of  their  volume. 

II. — Ships  having  more  than  one  tier  of  superstructures. 

(a)  The  exemptions  prescribed  in  paragraphs  1,  2,  and  3,  above,  are  applicable  in  their 
entirety  to  the  lower  tier  only. 

(b)  Tiers  above  the  lower  tier  are  only  allowed  the  exemption  of  such  portions  as  are  in 
way  of  openings  in  the  side  plating  of  the  ship  not  provided  with  any  means  of  closing  and 
corresponding  to  one  another. 

REMARK. 

Should  a  vessel  at  any  tune  transit  with  merchandise  of  any  kind,  or  bunker  coal,  or  stores 
of  any  description,  in  any  portion  whatever  of  any  exempted  space,  the  whole  of  that  space 
is  added  to  the  net  tonnage  and  can  nevermore  be  exempted  from  measurement. 


'  Supplementary  rules  added  In  1904. 


APPENDIX   XIII. 


MEMORANDUM  BY  THE  UNIVERSAL  MARITIME  CANAL 

COMPANY  OF  SUEZ  ON  THE  APPLICATION  OF  THE 

RULES  OF  1904  RELATIVE  TO  THE  MEASUREMENT 

OF  SUPERSTRUCTURES —PARIS,  1909. 


413 


APPENDIX  XIII. 


MEMORANDUM  BY  THE  UNIVERSAL  MARITIME  CANAI  CO.  OF  SUEZ  ON  THE  APPLICATION 
OF  THE  RULES  OF  1904  RELATIVE  TO  THE  MEASUREMENT  OF  SUPERSTRUCTURES. 

Paris,  1909. 


A.  Definition  of  the  Various  Spaces  Above  Deck. 

In  making  out  the  special  tonnage  certificate  of  the  Suez  Canal,  the  superstructures  to  be 
considered  are  the  following: 

1.  Isolated  spaces. — Poop,  bridge,  and  forecastle. 

2.  Combined  spaces. — Extended  poop  and  extended  forecastle. 

If  the  poop  and  forecastle  are  united  by  a  continuous  roof  or  deck  and  by  walls  likewise 
continuous  to  the  bridge,  the  spaces  thus  united  constitute,  according  to  definition,  a  combined 
space — extended  poop  in  the  first  case,  and  extended  forecastle  in  the  second  case.  A  complete 
break  either  in  the  roof  or  walls  reverts  the  case  to  the  categorjT  of  isolated  spaces. 

3.  Shelter  deck. — The  three  spaces  united  into  one  constitute  a  shelter  deck. 

The  superstructures  may  have  a  single  tier  or  several  tiers.  The  treatment  applicable 
to  the  first  tier  is  not  the  same  as  that  applied  to  the  others,  and  each  tier  is  to  be  measured 
separately. 

B.  Determination  of  the  Deck  Spaces  to  Which  the  Rules  of  1904  Apply. 

Under  the  Rules  of  1904,  for  the  determination  of  Suez  tonnage,  the  spaces  hereunder 
defined  are  divided  into  three  categories: 

First  category:  Spaces  or  portions  of  spaces  closed  in  according  to  national  measurement 
rules. 

These  spaces  are  always  included  in  Suez  tonnage;  the  Rules  of  1904  are  not  applicable 
to  them. 

In  determining  whether  or  not  a  space  is  in  this  category  the  Suez  Canal  Co.  accepts  the 
judgment  of  the  national  surveyors.  Since  the  Rules  adopted  in  the  different  countries  for  the 
determination  of  national  tonnage  are  considered  as  practically  identical,  the  treatment  of  a 
space  is  the  same  for  Suez  tonnage  whatever  may  be  the  flag  of  the  ship. 

Second  category:  Spaces  or  portions  of  spaces  open  according  to  Suez  measurement  rules 
and  national  measurement  rules. 

These  spaces  are  not  included  in  the  special  tonnage  certificate  of  the  Suez  Canal  Co.;  the 
Rules  of  1904  are  not  applicable  to  them. 

According  to  the  Rules  of  the  Commission  of  Constantinople,  the  spaces  of  the  second 
category  are: 

The  spaces  under  awning  decks  without  other  connection  with  the  body  of  the  ship  than 
the  props  necessary  for  supporting  them,  which  are  not  spaces  "separated  off"  and  are  perma- 
nently exposed  to  the  weather  and  the  sea,  will  not  be  comprised  in  the  gross  tonnage,  although 
they  may  serve  to  shelter  the  ship's  crew,  the  deck  passengers,  and  even  merchandise  known  as 
"deck  loads." 

415 


416  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

The  Suez  Canal  Co.  recognizes  in  the  meantime  that  a  space  may  be  considered  as  open, 
and  consequently  excluded  from  tonnage,  if  there  is  an  opening  not  provided  with  means  of 
closing,  the  breadth  of  which  is  equal  to  or  greater  than  half  the  breadth  of  the  deck  opposite 
the  opening,  and  if  the  space  can  not  be  used  to  shelter  other  merchandise  than  deck  cargo. 

In  order  to  make  this  last  restriction  exact,  the  company  recognizes  that  the  space  between 
the  open  face  and  a  line  drawn  parallel  to  this  face  at  a  distance  equal  to  half  the  width  of 
the  deck  opposite  the  opening  can  not  be  used  to  shelter  merchandise  other  than  deck  cargo, 
and  that  the  remainder  of  the  space  may  be  used  to  shelter  merchandise  other  than  deck  cargo 
and  is  not  to  be  considered  as  open. 

On  the  other  hand,  if,  in  the  interior  of  the  superstructure,  because  of  any  arrangement 
whatever  and  at  a  distance  from  the  open  face  less  than  one-half  the  width  of  the  deck,  the 
opening  becomes  less  than  one-half  the  width  of  the  deck  (above  indicated),  only  that  portion 
of  the  space  comprised  between  the  open  face  and  this  point  is  to  be  considered  as  belonging 
to  the  second  category;  the  remainder  of  the  space  falls  within  the  third  category. 

Furthermore,  in  order  that  a  space  may  be  considered  as  open  beyond  a  distance  equal 
to  one-half  the  width  of  the  deck  it  is  necessary  that  it  be  actually  isolated  from  the  other 
superstructures.  This  condition  is  not  to  be  considered  as  fulfilled  unless  the  space  is  separated 
from  the  superstructure  immediately  adjacent  by  a  break  (interval)  in  the  roof  and  in  the 
walls  equal  to  at  least  half  the  width  of  the  deck;  if  the  widths  of  the  deck  opposite  the 
openings  of  two  adjoining  superstructures  are  different,  the  smaller  width  is  to  be  taken. 

Third  category:  Spaces  or  portions  of  spaces  open  according  to  the  national  measurement 
rules,  but  which  are  closed-in  according  to  the  Suez  rules,  because  they  do  not  fulfill  the  con- 
ditions defined  above  for  the  second  category. 

It  is  to  these  spaces  that  the  Rules  of  1904  are  applicable. 

C.  Nature  of  the  Exemptions  Permitted  by  the  Rules  of  1904. 

The  Rules  of  1904  define  the  portions  of  the  spaces  comprised  in  the  third  category  that 
may  be  exempted. 

In  these  definitions  the  length  of  the  ship  indicated  is  the  total  length  comprised  between 
the  interior  face  of  the  stem  and  the  Ulterior  face  of  the  rear  sternpost,  the  measurement 
being  taken  at  the  half  height  of  the  superstructures. 

It  is,  moreover,  to  be  understood,  in  everything  that  follows,  that  in  no  case  shall  the 
exemptions  include  closed-in  spaces  or  portions  of  closed-in  spaces  situated  within  exemptable 
parts. 

I.    SHIPS    WITH    ONE    TIER    OF    SUPERSTRUCTURES. 

1 .  Isolated  spaces. 

The  exemptions  permitted  are  as  follows: 

(a)  Poop. — The  portion  of  this  space  situated  at  the  stern  equal  in  length  to  one-tenth 
of  the  length  of  the  ship  measured  from  the  interior  face  of  the  rear  sternpost  and  at  half 
the  height  of  the  poop.     (Figs.  1  to  4.)1 

(b)  Bridge. — The  portion  of  this  space  situated  in  way  of  the  air  spaces  above  the  engine 
room  and  the  boilers,  it  being  understood  that  such  air  spaces  are  not  considered  to  extend 
beyond  the  forward  bulkhead  of  the  stokehold  or  the  after  bulkhead  of  the  main  engine  room. 
(Figs.  5  to  8.) 

When  the  air  spaces  above  the  engine  room  and  boilers  are  separated  by  an  interval,  the 
portion  of  the  bridge  in  way  of  this  interval  is  exempted.     (Figs.  7  and  8.) 

The  exemption  of  the  portions  of  the  bridge  in  way  of  air  spaces  has  the  effect  of  excluding 
the  volume  of  these  air  spaces  from  the  tonnage  of  the  ship  and  therefore  from  the  measure- 
ment of  the  engine  room. 


1  See  plates  at  end  of  this  appendix. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  417 

(c)  Forecastle. — The  portion  of  this  space  situated  at  the  prow  equal  in  length  to  one- 
eighth  the  length  of  the  ship  as  measured  from  the  interior  face  of  the  stem  at  half  height 
of  the  forecastle.     (Figs.  9  to  12.) 

(d)  In  each  of  these  three  types  of  superstructures,  the  parts  situated  exactly  opposite  the 
openings  not-  provided  with  means  of  closing  and  corresponding  to  each  other  in  the  walls 
of  the  ship.     (Figs.  4,  8,  and  11.) 

2.   Combined  spaces. 

(a)  Extended  poop. — The  extended  poop  is  subject  to  exemption  in  the  same  way  as  a  bridge 
(portion  in  way  of  air  funnels),  but  is  not  subject  to  the  exemption  of  one-tenth  as  is  an  ordinary 
poop.  (Fig.  13.)  The  forecastle,  separated  from  the  extended  poop,  is  granted  the  exemp- 
tion of  one-eighth. 

It  sometimes  happens  that,  in  ships  with  isolated  spaces,  the  air  funnels  of  the  engine, 
instead  of  being  situated  in  the  bridge,  are  located  hi  the  poop.  In  this  case  the  poop  is 
treated  the  same  as  an  extended  poop  and  is  in  consequence  measured;  the  bridge  alone  bene- 
fits from  the  exemption  permitted  in  paragraph  Id  above  (parts  opposite  the  openings  in  the 
walls  of  the  ship).     The  forecastle  is  granted  the  exemption  of  one-eighth.     (Fig.  14.) 

(b)  Extended  forecastle. — The  extended  forecastle  is  granted  the  exemption  accorded  to  a 
bridge  (portion  situated  in  way  of  air  funnels),  but  it  is  not  granted  the  exemption  of  one- 
eighth  as  in  case  of  an  ordinary  forecastle.  (Fig.  13.)  The  poop,  isolated  from  the  extended 
forecastle,  is  granted  the  exemption  of  one-tenth. 

(c)  In  every  combined  space  the  portions  situated  exactly  opposite  openings  not  provided 
with  means  of  closing  and  corresponding  to  each  other  in  the  sides  of  the  ship  are  exempted. 
(Figs.  13  and  14.) 

3.  Shelter  deck. 

In  the  case  of  shelter  decks,  the  following  exemptions  are  allowed:  The  portions  situated 
exactly  opposite  openings  in  the  side  plating  of  the  ship  not  provided  with  means  of  closing  and 
corresponding  to  each  other  in  the  opposite  walls  of  the  ship  are  exempted.     (Figs.  15  and  16.) 

The  air  spaces  situated  within  a  shelter  deck  should  be  measured  with  the  remainder  of  the 
volume  of  the  engine  room  and  deducted  with  the  75  per  cent  increment.     (Figs.  15  and  16.) 

II:    SHIPS    WITH    MORE    THAN    ONE    TIER    OF    SUPERSTRUCTURES. 

(a)  The  lower  tier  alone  is  granted  all  the  exemptions  provided  for  hi  paragraphs  1,  2,  and  3 
above,  for  ships  with  a  single  tier  of  superstructures.     (Figs.  17  and  18.) 

In  order  that  the  air  spaces  above  the  engine  and  boilers  existing  in  the  lower  tier  of  spaces 
defined  in  paragraphs  1  and  2  above  (isolated  spaces  and  combined  spaces)  may  be  comprised  in 
the  volume  of  space  occupied  by  the  machinery  and  then  deducted  with  the  75  per  cent  incre- 
ment (Fig.  19),  the  shipowner  must  forego  the  exemption  of  the  space  situated  in  way  of  air 
spaces  (see  above  i,  p.  174)  and  forego  the  exemption  of  open  parts  which  may  exist  in  the  ex- 
tremities of  the  space  (see  above,  second  category,  pp.  415  and  416),  as  well  as  the  exemption  of 
parts  situated  opposite  openings  corresponding  to  each  other  in  the  walls  of  the  ship.  (See 
above,  Id  and  2c.) 

(b)  The  upper  tiers  may  not  benefit  by  the  exemption  of  portions  situated  exactly  opposite 
openings  not  provided  with  means  of  closing  and  corresponding  to  each  other  in  the  walls  of  the 
ship.     (Figs.  17  and  18.) 

The  air  spaces  above  the  engine  and  boiler  located  in  an  upper  tier  may  not  be  included  in 
the  volume  of  the  engine  and  then  be  deducted  with  the  75  per  cent  increment  (Fig.  19),  unless 
the  shipowner  foregoes  the  exemption  of  open  parts  which  may  exist  in  the  extremities  of  the 
space  (see  above,  second  category,  pp.  415  and  416),  and  unless  all  the  tiers  below  the  tier 
under  consideration  are  themselves  measured  the  same  as  between  decks. 

(c)  All  the  rules  other  than  those  which  the  company  recognises  as  in  any  category  apper- 
taining to  a  deck  space  (see  above,  pp.  415  and  416)  are  equally  applicable  to  all  the  tiers. 


418  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

D.  Conditions  for.  the  Application  of  Exemptions  Provided  for  by  the  Rules  of  1904. 

In  order  that  the  exemptions  permitted  may  apply,  there  must  be  neither  merchandise  nor 
supplies  of  any  kind  in  the  portions  of  spaces  which  are  entitled  to  benefit  by  exemption. 

If  a  ship,  but  a  single  time,  during  her  transit  carries  any  merchandise  of  whatever  nature, 
or  coal  for  bunker  purposes,  or  supplies  in  whatever  amount,  in  any  part  of  an  exempted  space, 
the  entire  space  is  added  to  the  net  tonnage  and  may  never  again  be  exempted. 

E.  Explanatory  Sketches. 

The  sketches  below  illustrate  the  treatment  applicable  to  deck  spaces  in  some  characteristic 
cases. 

The  spaces  or  portions  of  spaces  of  the  first  category  are  drawn  in  red;  they  are  designated 
by  the  letter  F. 

The  spaces  or  portions  of  spaces  of  the  second  category  are  indicated  in  white;  they  are 
designated  by  the  letter  C. 

The  spaces  or  portions  of  spaces  of  the  third  category  are  drawn: 

1.  In  blue,  when  they  are  exempted;  they  are  then  designated  by  the  letters: 

A,  for  the  poop   and  forecastle. 

M  (air  funnels  of  engines)  and  m  (in  way  of  air  funnels),  for  the  bridge. 

0,  for  the  openings  in  the  walls. 

2.  In  brown1  hatchings  whenever  they  are  measured;  they  are  in  this  case  designated  by 
the  letter  B. 

'  In  the  original,  French,  edition  of  this  memorandum,  the  spaces  here  shown  in  brown  hatchings  were  shown  by  red  and  black  hatchings. 


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APPENDIX  XIV. 


BRITISH  BOARD  OF  TRADE  INSTRUCTIONS  TO 
SURVEYORS  CONCERNING  THE  MEASURE- 
MENT OF  VESSELS  FOR  THE  ISSUE  OF 
SUEZ  CANAL  CERTIFICATES,  1913. 

419 


APPENDIX  XIV. 

BRITISH  BOARD  OF   TRADE   INSTRUCTIONS  TO    SURVEYORS  CONCERNING  THE   MEAS- 
UREMENT OF  VESSELS  FOR  THE  ISSUE  OF  SUEZ  CANAL  CERTIFICATES.1 

114.  General. — The  transit  dues  of  the  Suez  Canal  are  charged  on  the  basis  of  the  net 
tonnage  ascertained  in  accordance  with  the  system  of  measurement-  recommended  by  the 
International  Commission  which  assembled  at  Constantinople  in  1873. 

Extracts  from  the  report  of  the  commission,2  including  the  regulations  for  tonnage  measure- 
ment, are  printed  on  pages  385  to  390  and  407  to  412,  and  in  accordance  with  the  recommenda- 
tions of  the  commission,  the  Board  of  Trade  are  prepared  to  issue  certificates  (form  surveys 
60A)  of  the  tonnage  of  vessels  calculated  in  the  manner  prescribed  by  the  rules  in  question. 

115.  When  a  shipowner  wishes  a  ship  to  be  measured  for  a  special  certificate  under  the 
rules  applicable  to  the  Suez  Cantd,  application  should  be  made  on  the  form  surveys  6,  and  the 
fee 3  should  be  paid  to  the  superintendent  of  a  mercantile  marine  office.  In  the  case  of  unreg- 
istered structures  of  special  types,  e.  g.,  floating  docks,  etc.,  the  applicants  should  be  referred 
to  the  London  office  of  the  Suez  Canal  Co. 

116.  The  surveyor  should,  on  receipt  of  the  application,  apply  to  the  principal  surveyor 
for  tonnage  in  London  for  the  formula  and  papers  of  the  previous  measurement  of  the  ship. 

0  GROSS    TONNAGE. 

117.  JJnder-deck  measurement. — For  the  purpose  of  the  special  certificate  it.  will  be  the 
duty  of  the  measuring  surveyor  to  include  in  the  gross  measurement  the  entire  cubic  contents 
of  the  ship  under  the  uppermost  deck,  except  the  space  (if  any)  between  the  inner  and  outer 
plating  (upon  whatever  system  constructed)  known  as  a  double  bottom  for  water  ballast, 
which  can  be  certified  as  not  available  for  the  carriage  of  cargo,  stores,  or  fuel.  The  deep- 
water  ballast  tanks  known  as  fore  or  after  peak  tanks  are  to  be  included  in  the  tonnage  measure- 
ment. 

118.  In  the  case  of  vessels  which  have  already  been  measured  for  British  tonnage,  it  will 
not  be  necessary  to  remeasure  the  tonnage  under  the  uppermost  deck,  unless  the  Surveyor 
finds  that  some  space  has  formerly  been  exempted  that  must,  under  the  Suez  Canal  Rules, 
be  included,  or  vice  versa,  or  unless  the  British  under-deck  tonnage  is  measured  under  the 
modified  rule  set  out  on  pages  276  to  278. 

119.  Spaces  above  deck. — For  the  purpose  of  the  special  certificate  the  surveyor  must  also 
include  in  the  gross  tonnage  the  entire  cubic  contents  of  every  covered  and  closed-in  space 
above  the  uppermost  deck,  and  with  regard  to  such  spaces  he  should  be  guided  by  paragraph  1 
of  the  regulations,  page  407,  and  by  the  instructions  contained  in  the  following  11  para- 
graphs (120  to  130)  which  relate  only  to  spaces  entitled  to  exemption  from  British  tonnage 
measurement.  It  should  be  noted  that  spaces  covered  only  by  planks  separated  from  one 
another  by  intervals  exceeding  1  inch  in  breadth  are  not  to  be  included  in  the  gross  tonnage. 

120.  Open  spaces. — If  the  permanent  opening  measured  at  the  end  of  the  erection  (fore- 
castle, bridge  space,  or  poop)  is  equal  to  or  greater  than  one-half  the  breadth  of  the  deck  in 
way  of  it,  and  is  not  fitted  with  a  coaming,  the  portion  of  the  erection  measured  from  the  open 
end,  and  not  exceeding  in  length  such  half  breadth,  is  (subject  to  the  following  paragraph) 

'  The  paragraph  numbers  are  those  in  the  Board  of  Trade's  official  publication.  The  numbers  are  retained  to  facilitate  reference  to  the 
official  document.  The  references  in  the  text  to  paragraph  numbers  are  to  the  numbers  of  the  paragraphs  reprinted  in  Appendix  IV  of  this 
report. 

•  The  report  is  printed  as  a  Parliamentary  Paper  (C— 943],  1874. 

8  See  par.  2,  p.  2S3. 

421 


422  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

to  be  regarded  as  an  "  open  space  "  and  described  as  such  on  the  back  of  the  Suez  Canal  certificate. 
When,  however,  a  coaming  is  fitted  to  such  an  opening  the  space  within  it  is  to  be  included 
in  the  gross  tonnage  in  every  case,  and  only  the  exemptions  provided  for  in  paragraphs  123 
to  130  are  to  be  allowed.       > 

121.  If  in  the  interior  of  an  erection,  in  consequence  of  any  arrangement  whatever,  and 
at  a  distance  from  the  open  end  less  than  half  the  breadth  of  the  deck  as  above  defined,  the 
opening  is  at  this  point  less  than  the  said  half  breadth,  only  the  length  of  the  space  between 
that  point  and  the  open  end  of  the  erection  is  to  be  regarded  as  an  "open  space"  and  described 
as  such  on  the  back  of  the  Suez  Canal  certificate. 

122.  The  above  instructions  respecting  "open  spaces"  apply  to  deck  erections  extending 
from  side  to  side,  whether  situated  in  the  lowest  or  any  other  tier,  but  in  all  cases  where  the 
openings  in  these  erections  are  less  than  the  half  breadth  of  the  deck  in  way  of  them  they  are 
to  be  measured  in  the  gross  tonnage  and  only  the  exemptions  provided  for  in  paragraphs  123 
to  130  are  to  be  allowed.  When,  however,  two  side-to-side  erections  are  separated  by  an  interval, 
the  length  of  which  is  less  than  the  least  half  breadth  of  the  deck  in  way  of  such  interval,  then, 
whatever  be  the  breadth  of  the  permanent  openings,  the  erections  less  the  interval  are  to  be 
measured  in  the  gross  tonnage,  and  only  the  exemptions  provided  for  in  paragraphs  123  to 
130  are  to  be  allowed. 

123.  Exempted  spaces.1 — In  the  case  of  shelter-deck  spaces  with  one  or  more  openings  in 
the  shelter  deck  and  sides  of  the  vessel  the  whole  of  the  space  under  the  shelter  deck  should 
be  included  in  the  tonnage  measurement  with  the  exception  of  that  part  of  the  space  which  is 
immediately  abreast  the  openings  (if  any)  in  the  sides  of  the  ship. 

124.  In  all  cases  where  a  vessel  is  fitted  with  forecastle,  bridge  space  and  poop,  there 
shall  be  exempted  from  measurement  (a)  such  length  of  the  forecastle,  measured  from  the 
inside  of  the  stem  at  half  height  of  the  said  forecastle,  as  shall  be  equal  to  one-eighth  of  the 
full  length  of  the  ship;  (b)  such  length  of  the  poop  measured  from  the  inside  of  the  stern  timber 
at  half  height  of  the  said  poop  as  shall  be  equal  to  one-tenth  of  the  full  length  of  the  ship;  (c) 
such  length  of  the  bridge  as  is  equal  to  the  length  of  the  actual  deck  openings  to  engine  and 
boiler  spaces,  it  being  understood  that  such  openings  shall  not  be  considered  to  extend  beyond 
the  forward  bulkhead  of  the  stokehold  and  the  after  bulkhead  of  the  main  engine  room. 

125.  In  all  cases  where  the  poop  and  bridge,  or  forecastle  and  bridge,  are  combined  and 
continuous,  then  only  that  length  in  each  case  which  is  due  to  the  openings  of  engine  and  boiler 
spaces  as  denned  under  124  (c)  above  shall  be  exempted  from  measurement. 

126.  From  the  side-to-side  erections  referred  to  in  the  foregoing  paragraphs  124  and  125 
further  exemptions  may  also  be  allowed  for  the  portions  of  the  spaces  abreast  of  the  permanent 
openings  (if  any)  in  the  side  plating,  and  also  for  the  "open  spaces"  referred  to  in  paragraphs 
120-122  above. 

127.  When  the  engines  are  aft  and  the  light  and  air  casings  are  situated  in  an  ordinary 
poop,  the  space  is  to  be  dealt  with  as  for  a  combined  poop  and  bridge,  but  the  bridge  space 
is  to  benefit  only  by  the  exemption  of  the  portion  abreast  the  permanent  openings  (if  any) 
in  the  side  plating  or  "open  spaces"  at  the  ends. 

128.  By  "full  length  of  the  ship"  shall  be  understood,  in  all  cases,  such  length  as  is  com- 
prised between  the  inside  of  stem  at  half  height  of  the  forecastle  to  the  inside  of  the  stern  timber 
at  half  height  of  the  poop. 

129.  The  exemptions  provided  for  in  paragraphs  124  and  125  above  apply,  in  their  entirety, 
only  to  deck  erections  situated  in  the  lowest  tier;  the  only  exemptions  to  be  made  in  side-to-side 
erections  situated  above  this  tier,  and  besides  the  "open  spaces"  (if  any),  are  those  portions 
immediately  abreast  of  any  permanent  openings  which  may  exist  in  the  side  plating. 

130.  In  the  case  of  shelter-deck  spaces,  the  exemptions  provided  for  may  be  allowed  on 
the  written  request  of  the  owners,  either  in  the  shelter-deck  space  as  provided  for  in  paragraph 

i  These  exemptions  were  agreed  on  between  the  Board  of  Trade  and  the  Suez  Canal  Co.  in  1904  and  were  embodied  in  what  were  known 
as  "the  1904  rules." 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  423 

123  above,  or  in  the  erections  on  the  shelter  deck  as  provided  for  in  paragraphs  124  and  125, 
but  in  no  case  are  exemptions  to  be  allowed  under  paragraph  123  in  addition  to  exemptions 
under  paragraphs  124  and  125. 

131.  Light  and  air  casings  over  engines  and  boilers. — The  engine  and  boiler  casings  in  the 
shelter-deck  spaces  are  to  be  included  in  the  gross  tonnage  and  in  the  engine-room  measure- 
ment, even  if  situated  in  part  within  an  otherwise  exempted  space  abreast  permanent  side 
openings. 

132.  In  the  case  of  side-to-side  erections  above  the  lowest  tier  the  light  and  air  casings 
may  be  included  in  the  gross  tonnage  and  actual  engine  room  provided  the  owner  makes  a 
written  application  for  same,  and  also  on  condition  that  the  side-to-side  spaces  beneath  it  have 
been  similarly  treated.  When,  however,  the  spaces  are  so  dealt  with  no  exemption  is  to  be 
made  from  such  spaces  for  any  other  portion  whatever,  either  in  the  tier  in  question  or  in  those 
beneath  it. 

133.  Subject  to  the  foregoing  the  light  and  ah  casings  in  all  erections  above  the  first  tier 
are  to  be  exempted  from  measurement. 

134.  Full  particulars  to  be  sent  to  principal  surveyor. — In  every  case  the  surveyors  when 
sending  the  formula  and  form  surveys  60a  to  the  principal  surveyor  for  tonnage  for  examination 
should  also  forward  a  scale  plan  of  the  deck  spaces  showing  the  dimensions  of  the  "open  spaces, " 
the  position  and  width  of  the  openings  in  the  bulkheads  and  sides,  and  the  termination  of  the 
deck  or  covering  of  the  space,  as  well  as  all  other  necessary  particulars.  If  a  plan  is  unobtain- 
able the  particulars  should  be  inserted  on  form  surveys  131,  131a,  131b,  or  131c  as  the  case 
may  require.  The  dimensions  and  tonnage  of  the  exempted  spaces  should  be  shown  in  the 
columns  provided  for  the  purpose  in  the  form  surveys  60a. 

135.  Marking  of  exempted  spaces. — All  exempted  spaces  must  be  permanently  and  con- 
spicuously marked  by  a  plate  securely  fixed  to  each  side  of  the  vessel  to  indicate  the  limits 
and  length  allowed,  corresponding  with  the  particulars  shown  upon  the  back  of  the  Suez  Canal 
certificate;  the  center  of  such  plates  should  be  marked  thus  *  and  the  inscription  upon  them 
should  be  as  follows: 

istem  ) 

or  >  at  the  half  height 

stern  timber  ) 
of  the  space  to  this  mark  is  exempted  from  Suez  Canal  tonnage  upon  the  ground  that  no  cargo 
or  stores  are  earned  therein." 

136.  Access. — The  surveyors  must  see  that  some  satisfactory  means  are  provided  either 
by  manhole  or  hatchway  for  gaining  access  to  the  exempted  parts,  in  the  event  of  the  parts 
adjacent  being  filled  with  cargo.  It  would  be  well  in  all  cases  for  the  manhole  Or  other  opening 
to  terminate  at  the  point  to  which  the  exempted  space  extends. 

137.  The  regulations  of  the  Suez  Canal  Co.  provide  that  if  at  any  time  a  vessel  shall  per- 
form transit  with  cargo  or  stores  carried  in  any  portion  of  any  exempted  space,  then  the  whole 
of  that  space  shall  be  added  to  the  net  tonnage,  and  can  only  be  again  exempted  from  measure- 
ment after  a  bona-fide  change  in  the  ownership  of  the  vessel. 

NET   TONNAGE. 

138.  Allowance  for  propelling  power. — Having  ascertained  the  gross  tonnage  in  the  man- 
ner described  above,  the  measuring  surveyor  will  then  proceed  to  measure  the  engine  room, 
boiler  space,  and  shaft  trunk  as  for  a  certificate  of  British  registry,  and  note  in  the  proper  place 
in  the  survey  form  and  on  the  certificate  the  cubic  contents  of  each. 

139.  In  cases  where  the  owners  elect  not  to  use  the  "Danube  rule"  (see  p.  387),  but  to 
have  the  actual  bunker  space  as  well  as  the  actual  engine  space  measured  and  deducted,  the 
surveyor  will  measure  separately  the  bunkers,  and  record  the  cubic  capacity  of  each  in  the 
proper  place  in  the  form.  In  doing  this  he  is  not  to  include  any  bunkers  that  are  not  absolutely 
permanent,  or  from  which  the  coals  can  not  be  directly  trimmed  into  the  engine  room  or  stoke- 


424  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

hold,  or  into  which  any  access  can  be  obtained  otherwise  than  through  the  ordinary  coal  shoots 
on  deck  and  from  the  doors  opening  into  the  engine  room  or  stokehold.  He  is  to  be  specially 
careful  that  thwartship  bunkers  which  can  be  in  anyway  extended  are  not  included  in  the  meas- 
urements for  deductions. 

140.  In  no  case,  except  in  the  case  of  tugs,  is  the  engine-room  allowance  to  exceed  50  per 
cent  of  the  gross  tonnage  of  the  ship. 

141.  Crew-space  deductions. — In  measuring  the  deductions  for  crew  space  the  surveyor 
will  be  careful  to  ascertain  the  cubic  contents  of  each  space  as  at  present,  but  he  must  bear  in 
mind  that  no  deduction  is  to  be  made  for  the  accommodation  of  the  captain,  purser,  clerk, 
etc.,  or  for  the  berths  of  stewards,  cooks,  in  passenger  steamers,  or  passengers'  servants.  Pas- 
sages exclusively  for  access  to  deducted  crew  spaces  may  themselves  be  included  in  the  deduc- 
tions. 

142.  The  following  special  deductions  in  respect  of  accommodation  spaces  are  allowed: 
(a)  Doctors'  cabins,  if  actually  occupied  by  the  doctors. 

(6)  All  spaces  fitted  as  bathrooms,  or  lavatories,  for  the  exclusive  use  of  the  ship's  officers, 
engineers,  and  crew,  with  the  exception  of  such  of  the  said  bathrooms  as  are  available  for  pas- 
sengeis  when  no  bathroom  for  their  exclusive  use  is  provided. 

(c)  A  mess  room,  if  there  is  any,  for  the  exclusive  use  of  the  officers;  a  second  mess  room, 
if  there  is  any,  for  the  exclusive  use  of  the  engineers;  and  a  third  mess  room,  if  there  is  any,  for 
the  exclusive  use  of  the  petty  officers. 

No  deduction  is  allowed  for  the  officers'  mess  room  in  ships  having  passenger  accommo- 
dation, which  are  not  also  provided  with  a  passengers'  mess  room. 

143.  No  deduction  is  to  be  allowed  for  crew  space  or  for  officers'  cabins,  unless  the  regu- 
lations as  to  fighting,  sea  worthiness,  and  ventilation  are  complied  with,  nor  unless  the  words 

"certified  to  accommodate seamen,"  "certified  to  accommodate officer  or 

officers,"  as  the  case  may  be,  are  cut  in  or  painted  on  or  over  the  doorway  of  each  deducted 
space. 

144.  All  water-closets  having  been  included  in  the  first  place  in  the  gross  tonnage,  those 
that  are  to  be  included  in  the  deduction  from  tonnage  are  to  have  the  words  "certified  for  the 
use  of crew"  cut  in  or  painted  on  or  over  the  door. 

145.  In  the  case  of  passenger  steamers  on  which  there  is  only  one  galley,  neither  the  gal- 
ley nor  the  space  occupied  by  the  cook  should  be  included  in  the  deductions  from  the  gross 
tonnage. 

When  there  are  two  or  more  galleys,  however,  the  space  occupied  by  the  galley  or  galleys 
exclusively  used  for  the  crew  should  be  included  in  the  deductions,  and  the  words  "certified 
for  the  use  of  the  crew"  should  be  cut  in  or  painted  on  or  over  each  doorway  of  the  space. 

146.  Navigation-space  deductions. — Articles  12  and  14  of  the  regulations  (p.  410)  allow 
the  deduction  of  any  covered  and  closed-in  spaces  on  the  upper  deck  used  for  working  the 
helm,  the  capstan,  the  anchor  gear,  and  for  keeping  the  charts,  signals,  and  other  instruments 
of  navigation.  Under  this  rule  the  wheel  house,  chart  room,  winch  house,  lookout  house, 
signal  house,  steam-steering  house,  and  the  spaces  provided  for  the  storage  of  electric  search- 
lights and  wireless-telegraphy  appliances  on  the  upper  deck  are  to  be  deducted  from  the  gross 
tonnage,  in  which,  however,  they  are  in  every  case  first  to  be  included. 

147.  The  chart  room  may  be  deducted,  even  if  it  is  also  used  as  the  captain's  cabin.  When, 
however,  the  captain's  accommodation  comprises  several  rooms,  one  of  which  is  the  chart  room, 
that  room  alone  is  deducted ;  but  in  all  cases  the  room  used  as  a  chart  room  must,  if  it  is  to  be 
deducted,  be  situated  on  the  upper  deck. 

148.  When  the  donkey  boiler  in  a  closed-in  space  on  the  upper  deck  is  not  exclusively 
used  for  the  working  of  the  helm,  the  capstan,  and  anchor  gear,  or  any  of  them,  but  is  also 
available  for  hoisting  the  cargo,  the  space  is  not  to  be  included  in  the  deductions  from  the  gross 
tonnage. 

Tins  instruction  does  not  apply  to  the  donkey  boiler  house  on  the  upper  deck  of  men-of-war 
and  troop  ships. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  425 

149.  Marking  of  deducted  spaces. — In  granting  deduction  for  the  chart  house,  winch  house, 
and  wheel  house,  or  any  other  covered  and  closed-in  space  on  the  uppermost  deck  used  for 
navigating  the  ship,  the  surveyor  must  see  that  the  words  "certified  for  use  in  navigating  the 
ship"  are  cut  in  or  painted  on  or  over  the  doorway  of  the  space,  and  in  like  manner  all  spaces 
deducted  from  the  gross  tonnage  are  to  have  cut  over  them  or  painted  on  them  a  notice  stating 
the  purpose  for  which  they  are  certified. 

150.  General. — In  no  case  is  any  space  to  be  deducted  from  the  tonnage  that  is  not  first 
included  in  the  gross  tonnage,  and  in  no  case  is  the  sum  total  of  the  deductions  (other  than  the 
allowance  for  propelling  power)  to  exceed  5  per  cent  of  the  gross  tonnage  of  the  ship. 

151.  No  deduction  is  to  be  made  for  passenger  accommodation,  captains'  or  passengers' 
water-closets  or  lavatories,  etc.,  passengers'  cooking  houses,  or  luggage  storerooms,  or  for  any 
other  purpose  than  those  indicated  above. 

152.  It  may  happen  that  there  are  in  certain  ships  some  awnings  or  other  constructions 
used  merely  for  shelter  (see  p.  407),  the  space  under  which  is  not  to  be  included  in  the  gross 
tonnage,  and  is  therefore  not  to  be  deducted  afterwards.  When  this  is  so  the  surveyor  should 
make  a  careful  note  of  the  particulars  in  the  proper  place  in  the  forms. 

153.  When  the  surveyor  is  in  any  doubt  whether  any  space  should  be  exempted  or  deducted 
he  should  apply  for  instructions  to  the  principal  surveyor  for  tonnage. 

154.  A  formula  and  certificate  showing  the  dimensions  and  computations  are  to  be  sent  to 
the  principal  surveyor  for  tonnage  for  the  purpose  of  test  and  examination  a  few  days  before 
the  vessel  is  expected  to  sail,  so  that  any  question  which  may  arise  regarding  the  spaces  shown 
therein  may  be  dealt  with  before  the  vessel  leaves  the  port  of  survey. 

61861°— 13 28 


APPENDIX  XV. 


INSTRUCTIONS   OF   THE   GERMAN    GOVERNMENT   FOR 

THE  APPLICATION  OF  THE  SUEZ  RULES  TO 

THE  MEASUREMENT  OF  VESSELS. 


427 


APPENDIX  XV. 


INSTRUCTIONS    OF    THE    GERMAN    GOVERNMENT    FOR    THE   APPLICATION   OF  THE 
SUEZ    RULES    TO    THE    MEASUREMENT    OF   VESSELS. 


CONTENTS. 

Section. 

Request  for  measurement  under  these  rulea 1 

Determining  the  gross  tonnage 2 

Deduction  of  spaces  for  use  of  crew  and  for  navigation  purposes 31 

Deductions  of  engine,  boiler,  and  bunker  spaces  in  steamers 311 

Preparation  of  Suez  Canal  measurement  certificates 4 

Measurement  fees 5 

Recording  of  measurement  certificates 6 

Application  of  ship  measurement  ordinance 7 

INSTRUCTIONS  FOR  MEASUREMENT   OF  VESSELS  FOR  PASSAGE  THROUGH  SUEZ   CANAL. 

Section  1.  Vessels  destined  for  passage  through  the  Suez  Canal  may  be  measured  at  the 
request  of  owners  or  masters,  according  to  the  following  requirements: 

Sec.  2.  The  ascertaining  of  the  gross  tonnage  is  governed  by  sections  4  to  12  of  the  ship- 
measurement  ordinance. 

I.  In  the  measurement  for  gross  tonnage  the  following  spaces  will  be  included: 

(a)  The  tonnage  of  all  covered  and  closed-in  spaces,  or  spaces  arranged  so  that  they  may 
be  closed,  in  the  permanent  superstructures  on  or  above  the  upper  deck  that  are  closed  in  with 
roofing  and  permanent  bulkheads,  so  that  they  may  serve  as  spaces  for  storing  cargo  or  provide 
shelter  and  other  comfort  for  passengers  or  crew,  including  the  captain  (excluding  the  exceptions 
that  are  permitted  under  the  provisions  of  Par.  II  below). 

(6)  The  tonnage  of  all  decked  and  closed  spaces,  or  spaces  arranged  so  that  they  may  be 
closed,  in  permanent  superstructures  on  or  above  the  upper  deck  intended  for  navigation  and 
service  of  the  vessel. 

(c)  The  tonnage  of  all  spaces  intended  for  the  admission  of  light  and  air  to  the  engine  room 
or  for  the  actual  efficiency  of  the  engines,  when  these  spaces  are  in  superstructures  that  may  be 
closed  in,  and  which  extend  from  side  to  side  entirely  across  the  ship.  This  type  of  superstruc- 
ture must  not  be  treated  according  to  No.  II  below. 

(d)  The  tonnage  of  all  hatches  and  hatch  covers  up  to  one-half  of  one  per  cent  of  the  gross 
tonnage. 

II.  From  gross  tonnage  the  following  spaces  will  be  exempted: 
(a)  In  vessels  with  forecastle,  bridge  house,  and  poop — 

(1)  That  part  of  the  forecastle  measured  at  half  height  from  the  rear  surface  of  the  prow 
post  equal  in  length  to  one-eighth  of  ship's  length. 

(2)  That  part  of  the  poop  measured  at  half  height  from  the  front  surface  of  the  center  stern 
timber  equal  in  length  to  one-tenth  of  the  ship's  length.  The  ship's  length  will  be  reckoned  from 
the  rear  face  of  the  prow  post  at  half  height  of  the  quarter  deck  to  the  front  face  of  the  center 
stern  timber  at  half  height  of  the  poop. 

(3)  That  part  of  the  bridge  house  in  way  of  the  deck  openings  to  engine  and  boiler  space 
(under  restrictions  of  Ic). 

429 


430  MEASUKEMENT   OF   VESSELS  FOB  PANAMA  CANAL. 

For  the  purpose  of  fixing  the  limits  of  this  excluded  part  only  those  deck  openings  are  con- 
sidered which  do  not  extend  over  the  front  bulkhead  of  the  boiler  room  and  the  rear  bulkhead 
of  the  main  engine  room. 

(&)  In  vessels  with  a  combination  poop  and  bridge  or  a  combination  quarter  deck  and 
bridge,  the  space  in  way  of  the  deck  openings  to  engine  and  boiler  room  as  given  under  (a)  for 
bridge  houses. 

The  above  spaces  exempted  from  measurement  must  be  given  singly,  not  only  by  name, 
and  entered  in  the  measurement  certificate  with  measurements  and  tonnage.  If  a  vessel  at  any 
time  during  the  passage  through  the  Suez  Canal  carries  cargo  or  stores  in  any  part  of  these 
spaces,  the  whole  space  in  question  will  be  included  in  the  net  tonnage  and  will  not  again  be 
exempted  from  measurement. 

III.  The  following  spaces  are  always  exempted  from  gross  tonnage: 

All  shelter-deck  spaces  not  inclosed  and  permanently  arranged  for  shelter  during  stress  of 
weather  or  sea,  but  joined  to  the  vessel  merely  by  stanchions,  even  when  these  spaces  are  used 
for  protection  of  the  crew  and  deck  passengers  or  afford  shelter  for  the  deck  cargo. 

Sec.  3.  To  determine  net  tonnage,  the  following  spaces  are  deducted  from  gross  tonnage: 

I.  The  tonnage  of  those  covered  and  closed-in  spaces  in  permanent  superstructures  on  the 
upper  deck,  used  for  the  service  of  the  rudder,  capstan,  and  anchor,  also  those  for  protection  of 
the  charts,  signal  apparatus,  and  other  nautical  instruments,  as  well  as  the  spaces  for  use  of  the 
crew  (art.  14  A-l  of  the  ship  measurement  ordinance);  not,  however,  the  space  for  the  captain 
(art.  14  A-2,  same),  under  the  following  conditions: 

(1)  Every  space,  for  which  such  a  deduction  has  been  made,  must  be  provided  in  a  con- 
picuous  place  with  a  notice  showing  for  what  purpose  such  a  space  is  exclusively  used.     The 

kind  of  notice  is  fixed  by  the  Bureau  of  Registry.     Spaces  not  so  posted  can  not  be  included  in 
the  deductions. 

(2)  Every  deduction  is  canceled  as  soon  as  one  of  the  posted  spaces  entitled  to  deduction 
is  used  for  the  reception  of  stores  or  freight,  or  for  shelter  or  other  comfort  of  passengers. 

(3)  In  other  respects  the  following  rules  pertaining  to  deductions  from  gross  tonnage  will 
govern: 

(a)  Deductions  will  be  made  for  a  surgeon's  cabin  only  when  there  is  a  surgeon  on  board. 

(&)  The  following  may  also  be  deducted: 

A  dining  room,  in  case  it  is  used  exclusively  for  the  ship's  officers  and  engineers.  The 
deduction,  however,  is  not  allowed  on  passenger  vessels  on  which  there  is  no  dining  room, 
especially  for  passengers. 

A  second  dining  room  in  case  it  is  used  exclusively  by  the  boatswain,  carpenter,  etc. 

(c)  A  space  arranged  for  bathroom  will  be  deducted,  if  there  are  no  passengers  on  board 
and  the  bathroom  is  used  exclusively  by  officers  and  engineers. 

A  space  arranged  for  bathroom  will  be  deducted,  although  passengers  are  on  board,  in 
case  there  are  several  permanent  bathrooms  on  board  the  vessel.  In  this  case  one  of  the  bath- 
rooms provided  will  be  considered  for  the  use  of  officers  and  engineers. 

(d)  Stewards  and  cooks  on  passenger  steamships,  and  passengers'  servants  are  not  regarded 
as  members  of  the  crew  for  whom  deduction  can  be  made. 

(4)  The  total  deduction  per  I  may  not  exceed  one-twentieth  of  the  gross  tonnage. 

II.  The  tonnage  of  engine  and  boiler  rooms  and  coal  bunkers  will  be  deducted  either  accord- 
ing to  actual  measurement  or  according  to  the  Danube  rule. 

(1)  The  following  will  govern  in  case  of  deduction  by  actual  measurement: 
(a)  The  length  of  the  engine  room,  as  well  as  the  permanent  coal  bunkers,  will  be  measured 
between  the  limiting  permanent  bulkheads.  Then  according  to  requirement  of  article  7,  ship 
measurement  ordinance,  three  cross  sections  are  measured  to  the  height  of  the  engine-room 
deck  or  the  deck  directly  over  the  engine  room;  that  is,  a  cross  section  at  each  of  the  two  ends 
and  a  cross  section  in  the  middle  of  the  length.     To  the  sum  of  the  end  sections  four  times 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL.  431 

the  area  of  the  middle  section  is  added,  and  this  sum  is  multiplied  by  one-third  of  the  distance 
between  the  cross  sections.     The  product  represents  the  contents  of  the  room. 

(b)  If  the  deck  mentioned  in  (a)  over  the  engine-room  deck  is  not  the  upper  deck  of  the 
vessel  the  tonnage  of  the  space  between  the  deck  mentioned  and  the  upper  deck  (if  not  con- 
nected with  the  engine  or  is  not  used  for  entrance  of  light  and  air)  will  be  found  by  multiplying 
together  the  length,  breadth,  and  depth  taken  at  the  middle.  The  contents  of  this  space  will 
then  be  added  to  the  contents  of  the  other  engine-room  spaces.  The  same  rule  holds  with 
regard  to  the  contents  of  the  permanent  coal  bunkers  and  other  fuel  compartments,  which 
extend  through  two  or  more  decks. 

(c)  If  the  engines,  boilers,  or  the  fuel  bunkers  are  in  separate  compartments  they  will  be 
separately  measured  in  the  manner  prescribed  in  (a)  and  (b). 

(d)  To  ascertain  the  contents  of  the  space  taken  up  by  the  shaft  tunnel  or  tunnels  of  screw 
steamers,  the  mean  lengths,  breadths,  and  depths  of  the  tunnel  are  multiplied  together.  If  the 
tunnel  has  several  divisions,  each  must  be  measured  separately. 

For  measurement  of  closed-in  and  covered  spaces  on  or  above  the  upper  deck,  intended  for 
admission  of  light  and  air  to  the  engine  room  or  for  the  actual  working  of  the  engine,  the  in- 
structions in  article  12,  ship  measurement  ordinance,  will  apply. 

(2)  In  using  the  Danube  rule  the  following  method  controls: 

(a)  The  tonnage  of  engine  and  boiler  rooms,  exclusive  of  coal  space,  is  measured  as  foUows: 
Measure  the  middle  depth  of  the  space  between  the  under  edge  of  the  deck  above  the 
engine  to  the  planking  next  to  the  keelson.  At  half  height  of  the  space  three  widths  are 
measured,  one  at  each  end  and  one  in  the  middle  of  the  length.  When  necessary  more  than 
three  widths  are  measured.  The  mean  of  the  widths  is  then  taken.  The  mean  length  of  the 
space  between  the  front  and  rear  bulkheads  is  then  taken,  excluding,  however,  that  part  of  the 
former  which  is  not  actually  taken  up  by  the  engine  and  boilers  or  necessary  to  their  working. 
The  dimensions  thus  found,  length,  breadth,  and  depth,  are  multiplied  together  and  the  result 
is  the  cubical  contents  of  the  space  under  the  deck  above  the  engine  room.  If  the  deck  men- 
tioned is  not  the  upper  deck  of  the  vessel,  the  volume  of  the  space  or  spaces  between  the  deck 
already  measured  and  the  upper  deck  (if  not  connected  with  the  engine  or  used  for  the  admis- 
sion of  light  and  air)  are  ascertained  by  taking  the  mean  dimensions,  length,  breadth,  and 
depth  of  each  and  multiplying  them  together.  The  total  contents  of  these  spaces  will  then  be 
added  to  the  other  engine-room  space.  By  upper  deck  in  these  instructions  is  meant  the  deck 
containing  permanent  superstructures  capable  of  being  closed  in  and  extending  from  side  to 
side  across  the  entire  breadth  of  the  vessel.  Spaces  for  admission  of  light  and  air,  or  for  the 
actual  working  of  the  engine,  are  to  be  considered  as  properly  to  be  deducted  as  part  of  the 
engine-room  space  only  when  they  are  under  the  upper  deck  (that  is,  the  deck  extending  over 
the  entire  length  and  breadth  of  the  vessel),  or  are  contained  in  superstructures  that  may  be 
closed  in  and  which  extend  from  side  to  side  across  the  entire  width  of  the  vessel.  If  the  engine 
and  boilers  ara  in  separate  compartments,  the  contents  of  each  compartment  will  be  ascertained 
according  to  the  above  rules  and  the  sum  of  their  contents  taken  as  the  contents  of  the  entire 
space.  In  screw  steamers  the  space  occupied  by  the  shaft-tunnel  must  be  added  to  the  engine- 
room  space.  The  volume  of  this  is  obtained  according  to  instructions  in  this  paragraph  under 
II  Id. 

(6)  The  tonnage  of  coal  bunkers  is  not  measured,  but  in  screw  steamers  is  taken  at  75  per 
cent  and  in  paddle-wheel  steamers  at  50  per  cent  of  the  engine  and  boiler  space,  as  found  in  (a). 

(3)  The  total  deduction  for  engine,  boiler,  and  coal-bunker  spaces  must  not  exceed  half  of 
the  gross  tonnage  of  the  ship,  except  in  the  case  of  steam  tugs. 

Sec.  4.  The  measurement  certificate  is  made  out  according  to  article  24,  paragraphs  3  and 
4,  of  the  ship  measurement  ordinance  and  the  accompanying  forms.1 

Sec.  5.  The  fees  for  the  application  of  the  complete  method  and  for  making  out  the  meas- 
urement certificate,  including  stamp  costs,  when  the  space  under  the  tonnage  deck  does  not 
require  to  be  remeasured,  are  2\  pfennigs,  for  each  cubic  meter  or  fraction  of  gross  capacity  of 

'  See  Form  3,  In  Chapter  IV,  facing  p.  54,  lor  the  English  form  of  the  Suez  certificate.    The  German  form  is  substantially  similar. 


432  MEASUREMENT    OF   VESSELS   FOB   PANAMA   CANAL. 

the  vessel.  If  under  article  7,  paragraph  2,  a  new  measurement  of  the  space  under  the 
tonnage  deck  is  made  2\  pfennigs  for  each  cubic  meter  or  fraction  of  the  space  under  the 
tonnage  deck  must  be  added  to  the  fees  mentioned.  Partial  measurements  due  to  repairs  or 
a  change  in  utilization  of  space,  including  making  out  a  new  measurement  certificate,  and 
stamp  dues,  are  charged  at  2\  pfennigs  for  each  cubic  meter  or  fraction,  whether  the  new 
calculation  is  based  on  actual  measurement  or  on  the  acceptance  of  an  earlier  measurement. 
The  minimum  fees  are  2  marks. 

Note. — For  making  out  additional  measurement  certificates  without  previous  measurement  the  dues  are  2  marks, 
according  to  notice  of  July  19,  1S90,  Zentral-Blatt,  German  Empire,  page  281. 

Sec.  6.  The  contents  of  "the  measurement  certificate  according  to  article  29  of  the  ship 
measurement  ordinance  must  be  recorded  in  the  record  indicated.  All  notes  relating  to  the 
measurements  and  calculations  made  must  be  preserved  in  the  manner  there  shown.  When  a 
measurement  certificate  is  made  out  a  copy  must  be  sent  to  the  bureau  of  registry. 

Sec.  7.  In  other  respects  the  principles  and  provisions  of  the  ship  measurement  ordinance 
and  the  accompanying  instructions  will  also  apply. 

The  methods  prescribed  in  the  last  paragraph  of  article  IS  and  in  paragraphs  6  to  9  of 
article  21,  Instructions  for  Ship  Measurement,  will,  at  the  request  of  the  owner,  not  be  applied 
in  the  measurement  for  passage  through  the  Suez  Canal.  In  place  thereof  the  general  method 
given  in  article  6  and  paragraphs  4  to  6  of  article  7,  ship  measurement  ordinance,  will  be  used. 


APPENDIX  XVI. 


COMPARATIVE  ANALYSIS  OF  THE   PROVISIONS   APPLY- 
ING THE  SUEZ  RULES  FOR  THE  MEASUREMENT 
OF  VESSELS  BY  FRENCH,  ENGLISH,  AND 
GERMAN  SURVEYORS. 

433 


APPENDIX  XVI. 


COMPARATIVE  ANALYSIS  OF  THE  PROVISIONS  APPLYING  THE  SUEZ  RULES 
FOR  THE  MEASUREMENT  OF  VESSELS  BY  FRENCH,  ENGLISH,  AND  GERMAN 
SURVEYORS.1 


FRANCE. 


/. —  Method  of  Talcing  Measurements. 
I  ENGLAND.  | 


GERMANY. 


CALCULATION    OF   THE    PRINCIPAL    VOLUME. 


In  France  and  in  Germany 
the  Constantinople  rules  are 
not  strictly  applied.  For  Suez 
tonnage  the  principal  volume 
is  measured  in  the  same  way  as 
for  the  national  tonnage;  but 
the  necessary  correction  is 
made  to  keep  or  to  add  th 
volume  of  peaks  and  tanks  for 
water  ballast  that  are  not  ex- 
empted by  the  (Constanti- 
nople) rules  of  1S73,  but  are 
exempted  in  the  national  ton- 
nage rules.2 


In  England  the  Constanti- 
nople rules  are  strictly  con- 
formed to. 


LENGTH. 

The  number  of  subdivi- 
sions of  the  length  is  given  in 
the  following  table: 

Fust.   15  meters,  at 

least  (50  feet) ...    =   4 
Second.  15    to    37 
meters  (50  to  120 

feet) =   6 

Third.  37  to  55  me- 
ters  (120  to   180 

feet) =   8 

Fourth.  55     to     69 
meters     (180    to 

225  feet) =10 

Fifth.  Longer  than 
69  meters  (longer 
than  225  feet) .. .    =12 
In  the  case  of  vessels  with 
irregular     bottom     lines    the 
vessel  is  not  divided  into  sev- 
eral segments  to  be  considered 
separately. 

DEPTH. 

It  is  taken  at  each  point  of 
subdivision  of  the  length  from 
one-third  the  rise  of  the  ton- 
nage deck  to  the  top  of  the 

i  Translated  In  1911  by  Lieut.  C.  Garlington,  C  E.,from  "  Etude  surle  Juageage,"  by  V.  Beret.     CorUroleur-Adjoint  dela  Navigation de la  Com- 
pagnie  Unirerselle  du  Canal  Maritime  de  Suez.    Pari*,  1905. 

2  National  rules  of  Germany  now  include  all  water-ballast  tanks  other  than  double  bottoms  in  gross  tonnage.    In  ascertaining  net  tonnage 
for  German  registry  they  are  deducted  if  used  solely  for  water  ballast. 

435 


As  in  France,  the  volume 
found  in  calculating  the  na- 
tional tonnage  is  taken  as  a 
basis,  the  necessary  correc- 
tions being  applied  thereto. 


436 


MEASUREMENT   OF   VESSELS   FOR  PANAMA   CANAL. 


FRANCE. 


ENGLAND. 

keelson,  deduction  being  made 
for  the  average  thickness  of 
the  sheathing.  In  case  there 
is  a  double  bottom  water-bal- 
last space  with  convex  or  con- 
cave ceiling,  no  correction  is 
made. 

WIDTH. 

To  measure  it,  the  height  is 
divided  into  a  certain  number 
of  equal  parts:  Four,  if  the 
middle  section  is  less  than  16 
feet;  six,  if  it  is  more  than  16 
feet. 

The  width  at  each  point  of 
division  is  measured  as  for  the 
national  tonnage. 

In  the  case  of  lateral  water- 
ballast  tanks  the  widths  are 
measured  to  the  interior  of  the 
ribs.  These  water-ballast 
spaces  are  thus  exempted  only 
when  they  are  less  in  thick- 
ness than  the  thickness  of  the 
ribs. 

In  the  case  of  refrigerator 
walls,  3  inches  is  allowed  as 
the  average  thickness  of  the 
sheathing,  as  in  the  national 
tonnage  rules. 


GERMANY. 


CALCULATION    OF    THE    AREA    OF    CROSS    SECTIONS. 

This  is  carried  out  rigorously  according  to  the  provisions  of  the  Constantinople  rules: 

Except   in   Germany;    and 
there  also  except  in  the  case 
where  the  depth  has  been  di- 
vided into  one  part  in  excess 
of   what    the   Constantinople 
rules  prescribe.     (See  Appen- 
dix 8.) 
A    new    case    arose    (May, 
1905)    which  has   received   a 
special  solution.     As  the  fig- 
ure indicates,    the   rib   BAD 
was  bent  back  into  the  inte- 
rior of  the  vessel.    Above  and 
outside  of  the  rib  there  was  a 
water-ballast  compartment. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

ENGLAND.  GERMANY. 

The  cross  section  was  di- 
vided into  three  parts,  which 
were  considered  separately: 
A 'ADD'— B'BAA'— C'CBB'. 

H 


437 


Fig.  1. 

The  lower  part  was  meas- 
ured to  the  interior  face  of  the 
rib,  the  intermediate  part  to 
the  interior  face  of  the  water- 
ballast  tank,  and  the  upper 
part  likewise. 

The  water-ballast  tank  was 
thus  exempted,  and  in  the 
part  BB'A'A  the  volume  cor- 
responding to  the  thickness  of 
the  rib  was  measured. 

The  Suez  Co.  approved  this 
method  proposed  by  the  board 
of  trade. 

BREAKS. 

They  are  treated  in  the  three  countries  as  in  the  national  tonnage  rules.  The  line  passing 
through  a  point  one- third  the  rise  of  the  tonnage  deck  above  the  chord  joining  the  ends  of  the 
deck  curve  is  prolonged,  and  the  depths  for  the  principal  volume  are  measured  from  this  imagi- 
nary line.  The  space  in  the  break  above  this  line  is  measured  according  to  the  formula  for 
spaces  limited  by  curved  surfaces. 

c 

SPECIAL  TYPES  OF  VESSELS. 

The  peculiarities  of  turret  vessels  are  treated  in  the  same  manner  for  Suez  tonnage  as  for 
national  tonnage. 

MEASUREMENT    OF    'TWEEN    DECKS. 

In  the  three  countries  the  volume  of  the  'tween  decks  is  measured  in  the  same  manner  as 
for  national  tonnage.     (See  Appendix  8.) 


438 


MEASUKEMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


FRANCE. 


ENGLAND. 


GERMANY. 


MEASUKEMENT    OF    THE    TURRET    OF    A    TURRET    SHIP. 

The  treatment  applied  to  the  turret  of  a  turret  ship  is  the  same  for  Suez  tonnage  as  for 
national  tonnage.     (See  Appendix  8.) 

MEASUREMENT    OF    SUPERSTRUCTURES.1 

It  is  carried  out  everywhere  in  the  same  way  as  for  national  toimage. 

II. — Exemptions. 

Spaces  Exempted  Below  the  Tonnage  Deck. 

Under  the  Constantinople  rules  the  space  between  the  frames  (floor  timbers)  or  between 
the  ribs  are  exempt  from  dues,  whatever  the  height  of  these  frames  or  the  thickness  of  the  ribs. 
Water-ballast  compartments  situated  in  this  space  are  thus  exempt.  The  benefit  of  this  exemp- 
tion (letter  of  the  president  of  the  Suez  Co.,  of  June  11,  1897)  has  been  extended  to  that  portion 
of  double  bottoms  for  water  ballast  above  the  frames  when  these  double  bottoms  are  con- 
structed according  to  the  Maclntyre  system — a  system  almost  abandoned  to-day — which  does 
not  carry  the  frames  up  to  the  ceiling  of  the  water-ballast  compartment.  All  other  spaces 
are  included  in  the  gross  tonnage  for  Suez,  even  if  incapable  of  use  for  cargo,  fuel,  or  provi- 
sions, as,  for  instance,  the  forward  and  after  peaks  and  water-ballast  tanks. 

Spaces  Exempted  Above  the  Tonnage  Deck. 

water  ballast. 

Up  to  the  present  all  water-ballast  space  above  the  tonnage  deck  has  been  measured. 
A  case  has  just  arisen  in  England,  however,  in  which  a  water-ballast  space  above  the  ton- 
nage deck  has  been  exempted  for  Suez  tonnage. 

The  rib  BAD,  at  the  point  A,  was  bent  in  toward  the  inside 
of  the  vessel.  Above  and  outside  this  rib  there  was  a  water- 
ballast  compartment.  The  cross  section  was  divided  into 
three  parts,  considered  separately. 

CC'B'B— BB'A'A— AA'D'D. 


Fig.  2. 


The  lower  part  was  measured  to  the  inside  face  of  the  rib. 

The  intermediate  part  to  the  inside  face  of  tbe  water  ballast  tank. 

The  upper  part  in  the  same  way. 

Tbe  water-ballast  tank  was  thus  excluded.  The  Suez  Co.  approved  this  treatment,  which 
was  proposed  by  the  board  of  trade. 

All  other  exemptions  of  space  above  the  tonnage  deck  refer  to  spaces  situated  above  the 
highest  deck. 

These  exemptions,  as  in  the  national  tonnage  rules,  are  divided  into  two  categories:  (1) 
Those  resulting  from  the  special  purpose  of  the  space;  (2)  those  resulting  from  the  uninclosed 
character  of  the  space. 


1  The  measurement  of  superstructures  is  at  present  not  carried  out  as  for  national  tonnage. 
of  Appendix  XI. 


See  p.  440  of  this  appendix,  and  pp.  400-401 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


439 


FRANCE.  ENGLAND.  GERMANY. 

SPACES    EXEMPTED    BECAUSE    OF   THEIE    PURPOSES.1 

1.  In  each  of  the  tliree  countries,  the  hatchways,  with  a  maximum  of  one-half  per  cent 
of  the  gross  tonnage,  as  in  the  national  tonnage  rules. 


In  France  the  companion- 
ways,  domes,  and  skylights  are 
theoretically  measured.  As  a 
matter  of  fact,  they  are  often 
exempted. 


2.  In  England  and  Germany:  The  companionways ;  also 
the  part  of  the.  poop  giving  access  to  a  stairway. 

3.  The  volumes  of  ladders  and  stairways  when  they  are  lo- 
cated in  space  which  is  itself  exempted. 

4.  The  volumes  of  domes  and  skylights.  In  the  case  of  an 
opening  made  in  the  floor  of  a  superstructure  immediately  un- 
der a  skylight  to  light  and  ventilate  a  dining  saloon  the  ex- 
emption is  extended  to  the  entire  space  ABCD,  of  the  figure 
below,  which  is  considered  necessary  for  the  admission  of  air 
and  light  into  the  lower  part. 

At  Bremen  this  exemption  is  not  made. 


Flunoir 


JC 


flu- 


Salh-a  -manger 


Fig.  3. 


5.  The  volume  of  the  engine-room  ventdation,  with  the  two  following  exceptions:2 


(a)  In  France  and  Germany 
in  the  ease  of  real  deduction 
this  volume  is  first  measured 
and  then  deducted  at  its  actual 
value. 


(6)  In  England  when  the 
engine-room  ventdation  shafts 
are  inclosed,  wholly  or  in  part, 
in  inclosed  superstructures, 
the  uninclosed  part  alone  is 
exempted  from  measurement. 
The  inclosed  part  is  added  to 
the  volume  of  the  propelling 
machinery  and  deducted  with 
an  increase  of  75  per  cent. 
This  is  an  unjustifiable  prac- 
tice. 


Aerations 
end&ve'es 

Fig.  4. 

1  Double  bottoms  used  solely  for  water  ballast  are  exempted  from  measurement. 

3  EDgine-room  ventilation:  In  each  country  the  spaces  intended  for  entrance  of  light  and  air  to  the  engine  room  are  included  in  gross  tonnage 
if  below  decks  or  in  inclosed  superstructures  which  extend  from  side  to  side.  Spaces  in  open  superstructures  are  exempted.  In  case  of  fixed 
bunkers,  actually  measured,  the  light  and  air  spaces  in  each  country  which  were  included  in  gross  tonnage  are  deducted  at  their  actual  value  as 
a  part  of  the  engine-room  and  bunker  space.  In  case  the  Danube  rule  is  applied  in  Germany  only  the  light  and  air  spaces  between  decks  and 
under  the  bridge  are  included  in  the  75  per  cent  increment.  Those  in  inclosed  superstructures  extending  from  side  to  side  are  not  deducted.  In 
England  the  light  and  air  spaces  between  decks  and  under  the  bridge  (if  inclosed)  are  included  in  the  75  per  cent  increment.  In  addition,  how- 
ever, those  in  inclosed  side-to-side  superstructures  above  the  first  tier  may  upon  written  request  of  the  owner  be  included  in  the  increment, 
provided  that  the  side-to-side  spaces  beneath  it  have  been  similarly  treated  and  that  the  spaces  so  dealt  with  are  not  exempted  for  any  other 
portion  whatever.    (Board  of  Trade  instructions  to  surveyors  August  1911.) 


440  MEASUREMENT    OF    VESSELS   FOE   PANAMA   CANAL 

FRANCE.  ENGLAND. 

A  ventilating  shaft  is  con- 
sidered totally  or  partially 
inclosed  when  it  is  bounded 
on  the  whole  or  part  of  three 
sides  by  a  closed  construction. 


Pari  u  enclave* 

Fig.  5. 
EXEMPTIONS    BY    REASON    OF    THE    OPEN    CHARACTER    OF    SPACES    ABOVE    THE    UPPER    DECK.1 

Up  to  the  present  the  new  rules  of  1904  have  had  no  practical  application  except  in 
England.     Therefore,  English  practice  only  wdl  be  indicated. 

According  to  the  arrangement  of  1904,  which  governs  the  treatment  of  deck  spaces,  the 
space  is  divided  into  three  categories: 

1.  The  spaces  considered  inclosed  in  the  national  tonnage.  (See  Appendix  8.)  They  are 
likewise  considered  inclosed  for  the  Suez  and  have  no  right  to  any  exemption. 

2.  The  spaces  considered  open  for  national  tonnage  and  inclosed  for  Suez  tonnage,  to  which 
the  1904  rules  are  applied. 

3.  The  spaces  considered  open  for  the  national  tonnage  and  open  for  Suez  tonnage.  They 
are  always  exempted. 

The  dividing  line  between  the  first  and  second  category  is  determined  by  the  rules  of  the 
British  registry.     (See  Appendix  8.) 

The  dividing  line  between  the  second  and  third  will  be  defined : 

(a)  In  case  of  space  on  a  shelter  deck — that  is  to  say,  under  a  continuous  deck  from  end  to 
end  of  the  vessel — the  openings  in  the  deck  are  not  considered.  Only  the  openings  in  the  sides 
are  considered,  and  the  space  is  exempt  because  of  these  openings  by  virtue  of  the  1904  arrange- 
ment, but  under  condition  that  this  space  be  not  occupied  by  cargo.  If  it  were,  it  would  be 
added  once  for  all  to  the  tonnage.  Exemption  under  this  head  can  not  exceed  nine-fortieths 
of  the  length  of  the  vessel. 

(b)  The  forecastle  space  is 
exempted  to  the  extent  of 
one-eighth  of  the  length  of 
the  vessel  when  there  is  in  the 
afterface  of  the  forecastle  an 
opening  of  less  than  one-half 
the  width  of  this  face,  the 
opening  being  considered  easy 
to  close.  Exception  to  this 
special  rule  is,  of  course,  made 
of  spaces  considered  inclosed 
under  the  general  English  ton- 
nage rules,  and  the  same  con- 
dition of  no  commercial  use 
also  obtains  (fig.  6). 


ab  <  I  cd. 

FFF,  closed    spaces    in   English 
tonnage,  measured  and  taxed, 

A,  the  space  of  one-eighth  exempt, 
under  restrictions. 

B ,  measured  space. 


Fig.  6. 


i  Exemptions  of  portions  of  poop,  forecastle,  and  bridge  are  allowed  in  Germany  as  denned  in  the  Suez  regulations.    If  the  measurement 
boards  judge  shelter  decks  and  superstructures  to  be  permanently  inclosed,  such  spaces  are  included,  otherwise  they  are  exempted. 


MEASUREMENT   OF   VESSELS   FOR    PANAMA   CANAL. 


441 


FRANCE. 


ENGLAND. 


GERMANY. 


a 


ef  >  t  gh  and  having  no  means  of 

being  closed, 
ab  <  £  cd. 

FF,  inclosed  spaces  in  English 
tonnage  measured  and  taxed. 

A,  space  of  one-eighth,  exempted 
under  restrictions. 

B,  measured  space. 

C,  exempted  space. 


Fig.  7. 


M 


B 


(c)  The  treatment  in  case  of  a  poop  is  exactly  analogous :  When  the  forward  face  of  the 
poop  has  an  opening  smaller  than  one-half  of  this  face  one-tenth  of  the  length  of  the  vessel 
is  exempted,  under  condition  of  nonuse. 

In  case  of  the  forecastle  and 
poop,  if  the  partition  which 
has  an  opening  of  less  than 
one-half  the  width  of  the  space 
is  located  inside  the  end  of  the 
forecastle  proper,  the  outer 
space  would  be  exempt  "by- 
rights"  (fig.  7)  on  condition 
that  the  opening  of  this  space 
is  greater  than  one-half  the 
width  of  the  space  and  has 
no  means  of  being  closed. 

In  case  of  a  bridge: 

(a)  When  each  of  the  ends 
has  an  opening  equal  at  least 
to  one-half  of  the  width  of 
the  end  and  not  having  any 
means  of  being  closed,  the  en- 
tire space  under  the  bridge  is 
considered  as  open  and  is  ex- 
empt "by  rights"  (fig.  8). 

(b)  When  neither  end  has 
an  opening  equal  at  least  to 
one-half  its  width  the  entire 
space  is  considered  closed  for 
the  Suez.  In  this  case,  under 
the  1904  arrangement  the  part 
of  the  space  under  the  bridge 
belonging  to  the  engine-room 
ventilators  is  exempted  (fig  9). 

(c)  When  only  one  end  has 
an  openmg  at  least  one-half 
the  width  of  the  end  and 
without  means  of  being  in- 
closed, the  space  under  the 
bridge  is  divided  into  three 
parts  (fig.  10).  (See  follow- 
ing paragraph.) 


Ja 


Fig.  8. 


ab  >  $  cd      |  and  wjthout  means 

a'b'  >  I  c'd'/ 
of  being  closed;  whole  space 
cc'd'd  considered  open  and  ex- 
empt except  F  and  F',  which 
are  inclosed  constructions  ac- 
cording to  the  English  rule  and 
are  measured  and  taxed. 


ab  <  j  cd. 
a'b'  <  J  c'd'. 

A,  B,  portions  considered  closed, 
measured  and  taxed.  M,  m,  m' 
spaces  belonging  to  engine  room 
ventilators  exempted  by  1904  rules, 
except  F,  F',  which  are  inclosed 
constructions  according  to  the 
English  rule  and  are  measured 
and  taxed. 


Fig.  9. 


Fig.  10. 


ab  >  i  cd  without  means  of  being 

closed. 
a'b'.<§  c'd'. 

M,  m,  m',  spaces  belonging  to 
the  engine-room  ventilators,  ex- 
empt under  1904  rules,  except  F, 
F',  which  are  closed  constructions 
under  British  registry  and  are 
measured  and  taxed. 

A,  space  considered  open,  and 
thus  exempted  "by  rights." 

B,  space  considered  closed,  meas- 
ured and  taxed. 


1.  The  part  belonging  to  the  engine-room  ventilators  exempted  under  the  1904  arrange- 
ment. 2.  The  part  between  the  above  part  and  the  closed  end  is  considered  inclosed  and  is 
measured.  3.  The  part  between  the  first  part  and  the  open  end  is  considered  open  and  exempted 
"by  rights"  from  dues.  The  portion  of  the  space  under  a  bridge  outside  of  the  partition  would 
be,  as  in  the  case  of  forecastle  or  poop,  exempt  "  by  rights."  In  a  general  wa}T,  then,  the  English 
practice  admits  that  any  opening  greater  than  one-half  the  width  of  the  space  concerned  gives 
this  space  an  open  character,  but  under  condition  that  this  openmg  has  no  means  of  being 
closed.  A  grating  or  a  plate  of  sheet  iron  may  be  considered  such  a  means.  On  this  subject 
61861°— 13 29 


442 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


FRANCE. 


I 


ENGLAND. 


GERMANY. 


there  are  no  precise  rules;  it  is  a  question  of  good  will  on  the  part  of  the  officials  doing  the 
measuring. 

Moreover,  it  is  admitted,  as  a  principle,  that  there  can  be  no  exemption  of  a  space  situated 
above  another  space  that  has  already  benefited  under  the  1904  rules. 

Finally,  these  exemptions  of  the  1904  rules  are  subject  to  the  nonuse  of  the  exempted 
spaces  for  commercial  purposes. 

Such  as  it  is,  this  English  practice  does  not  seem  to  be  complete.  There  should  be  added 
the  necessary  restrictions  to  prevent  the  exaggeration  of  the  exemptions  that  are  called,  often 
wrongfully,  "by  rights"  (hard  and  fast). 

III. — Deductions . 

A.  General  Deductions. 

The  total  general  deductions  should  not  exceed  5  per  cent  of  the  gross  tonnage. 

crew  space. 

In  England  deduction  is 
allowed  only  if  the  conditions 
required  in  the  national  ton- 
nage rules  are  fulfilled. 

In  the  term  crew  are  included  all  the  vessel's  personnel,  officers,  petty  officers,  seamen, 
engineers,  and  stokers;  but  not  the  personnel  of  the  passenger  department,  nor  the  steward. 
The  doctor  is  included  when  there  is  one  on  board. 

The  spaces  deducted  as  crew  space  in  all  three  countries  are: 

1.  The  quarters  themselves.  (The  cabin  for  a  doctor,  only  when  there  is  actually  a  doctor 
on  board.) 

2.  The  toilets  for  the  exclusive  use  of  the  crew,  whatever  be  their  location.  The  wash 
rooms  of  the  crew  are  not  deducted  unless  they  form  part  of  a  toilet  that  is  deducted. 

3.  The  wardrooms  of  the  officers,  with  a  limit  of  4  tons,  and  of  the  petty  officers  with  a 
limit  of  2\  tons. 

4.  Bathrooms  for  officers  and  engineers  with  a  limit  of  2  tons. 

5.  The  crew's  galley. 

Note. — There  are  often  two  galleys  deducted,  one  of  them  being  reserved  for  the  native  portion  of  the  crew. 


The  passageways  are  not  deducted  in  France  or  England. 


In  England,  all  spaces  de- 
ducted as  crew  space  must  be 
marked  with  a  sign  indicating 
their  exclusive  use  for  this 
purpose. 


In  Germany,  they  are  de- 
ducted when  they  are  used 
exclusively  for  access  to  the 
crews'  quarters  or  other  de- 
ducted spaces,  and  when  used 
as  dressing  room  for  the  crew. 

In  Germany,  the  spaces  de- 
ducted as  crew  space  must 
bear  a  sign  indicating  their 
capacity. 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL. 


443 


FRANCE. 


I  ENGLAND. 

SPACES  USED  IN   NAVIGATION. 


GERMANY. 


In  the  three  countries  the  spaces  deducted  for  navigation  are: 


Wheelhouse. 

Lookout  house. 

Signal  house. 

Towers  for  running  lights. 


In  Hamburg,  towers  for 
running  lights  are  somethnes 
exempted  instead  of  being  de- 
ducted. In  Hamburg,  the  lamp 
locker,  if  reserved  for  running 
lights  only,  is  also  deducted, 
it  being  considered  a  signal 
house. 

5.  Room  for  charts  and  navigation  instruments  (chart  room).  When  the  captain  is  quartered 
in  this  room,  3  tons  only  are  deducted  on  account  of  the  charts.  This  should  not  be  confused 
with  the  supplementary  deduction  of  3  tons,  allowed  by  the  national  rules,  when  the  charts  are 
kept  in  a  space  that  is  not  deducted. 

6.  Capstan  or  windlass  space,  when  it  is  on  the  upper  deck.  In  the  very  rare  case  when  the 
capstan  or  windlass  is  situated  in  a  space  not  exclusively  reserved  for  it  deduction  would  in 
France  be  made  only  of  the  space  occupied  by  the  apparatus  and  necessary  for  its  operation. 
(SeeABCD,fig.  11.) 

In  Hamburg,  there  is  a 
strong  tendency  to  consider 
the  entire  space  EFG  as  cap- 
stan  space   and   deduct    the 

CD.  space  necessary  for  its  operation.  ^^         (gee  -g^  fig    j  j   } 


Flg.ll. 

7.  Steam  steering-gear  space  (same  remarks  as  for  the  capstan). 

S.  Auxiliary-boiler  space,  when  this  boiler  is  situated  in  an  inclosed  space  on  the  upper  deck 
and  is  used  only  to  operate  the  capstan,  windlass,  or  the  steering  gear. 

Note. — In  practice  the  auxiliary  boiler  is  almost  always  used  in  the  operation  of  the  derricks  for  handling  mer- 
chandise and  therefore  is  almost  never  deducted  except  on  war  vessels. 

B.  Deductions  for  Propelling  Machinery. 

On  vessels  with  coal  bunkers  with  movable  partitions,  deduction  is  made  according  to  the 
Danubian  rule  (i.  e.,  1.75  or  1.50  the  actual  machinery  volume). 

On  vessels  with  fixed  coal  bunkers,  the  actual  volume  of  the  machinery  and  bunkers  is 
deducted,  if  the  owner  so  desires. 

PRINCIPAL    VOLUME. 

The  measurements  are  made  in  the  same  way  as  for  the  national  tonnage.  The  Suez 
tonnage  is  thus  indirectly  benefited  by  the  restrictions  imposed  on  the  dimensions  by  the  rules 
of  the  different  countries. 

SPACES    TO    BE    INCLUDED. 

The  spaces  occupied  by  dynamos,  distilling  apparatus,  refrigerating  apparatus,  machine 
shops,  etc.,  are  treated  in  the  three  countries  as  in  the  national  tonnage  rules. 

VENTILATION    SPACES. 

In  case  the  actual  volume  of  the  machinery  and  bunkers  is  deducted  the  engine-room 
ventilators  in  the  'tween  decks  and  in  inclosed  superstructures  are  deducted  at  their  actual 
value.     The  surplus  is  exempted.     Nevertheless,  in  Germany  all  these  spaces  are,  sometimes, 


444 


MEASUREMENT   OF   VESSELS   FOR  PANAMA  CANAL. 


FRANCE. 


ENGLAND. 


I 


GERMANY. 


measured  (for  the  gross  tonnage)  and  then  deducted  instead  of  being  exempted.     As  a  matter 

of  fact  there  is  no  difference.     In  the  case  of  deduction  according  to  the  Danubian  rule,  all 

engine-room   ventilators  situated  in  a   'tween  decks  space    are  considered   as   part    of    the 

machinery  space  and  have  a  right  to  the  increment.     Shelter-deck  spaces  and  spaces  under  a 

bridge  considered  as  closed  under  the  national  rules  are,  in  this  respect,  considered  as  'tween 

decks. 

In    England,    in    addition, 

and  wrongly,  there  is  in- 
cluded in  the  volume  of  the 
machinery,  with  right  to  the 
increment,  such  part  of  the 
ventilators  as  he  outside  of 
the  'tween  decks  and  are  in- 
closed on  at  least  three  sides 
in  inclosed  constructions.1 

In  a  space  under  a  bridge  considered  inclosed,  in  the  national  rules,  the  ventilators  receive 
the  same  treatment  as  in  'tween  decks. 

In  a  space  under  a  bridge  considered  open,  in  the  Suez  rules,  the  ventilators  are  simply, 
and  rightly,  entitled  to  exemption. 

In  a  space  under  a  bridge  considered  open  under  national 
rules,  and  not  open  under  the  Suez  rules,  the  1904  rules  exempt 
the  engine-room  ventilators  and  also  the  space  appertaining 
thereto. 


In  England,  the  exemption 
of  engine-room  ventilators  at 
any  stage  entails  their  exemp- 
tion at  all  stages  above. 

A  deck  space  above  another 
deck  space  is  never  treated  as 
a  'tween-deck  space. 


In  Germany,  there  is  a 
tendency  to  consider  an  open 
space  under  a  bridge  as  a 
'tween  deck  space,  and  there- 
fore to  apply  the  Danubian 
increment  to  the  ventdators 
therein. 


VOLUME  OF  THE  SHAFT  TUNNEL. 

In  the  three  countries,  it  is  treated  as  in  the  national  rules.     (See  Appendix  8.) 


'  See  note  2,  p.  439,  for  present  application  in  England. 


APPENDIX  XVII. 


INSTRUCTIONS   AND    REGULATIONS   RELATING   TO 

THE  MEASUREMENT  OF  SHIPS  OF  THE  UNITED 

STATES  NAVY  FOR  TONNAGE  CERTIFICATES 

USED  IN  NAVIGATION  OF  THE  SUEZ 

MARITIME  CANAL. 

445 


APPENDIX  XVII. 


INSTRUCTIONS  AND  REGULATIONS  RELATING  TO  THE  MEASUREMENT  OF  SHIPS 
OF  THE  UNITED  STATES  NAVY  FOR  TONNAGE  CERTIFICATES  USED  IN  NAVIGA- 
TION   OF    THE    SUEZ    MARITIME    CANAL. 

[Compiled  and  prepared  by  the  scientific  and  computing  branch  of  the  Bureau  of  Construction  and  Repair,  Department  of  the  Navy,  1909.] 


TABLE   OF   CONTENTS. 

Page. 

References 447 

General  instructions 447 

Gross  tonnage 449 

Instructions  and  definitions  (gross  tonnage) 453 

Net  tonnage 455 

Instructions  and  definitions  (net  tonnage) 458 

Method  of  procedure 462 

Classification  of  items  on  certificate 463 

Resume 463 

Index 467 


REFERENCES. 


For  reference  in  connection  with  the  question  of  tonnage,  see: 

(a)  United  States  Statutes  at  Large,  Revised  Statutes  United  States,  Nos.  4150  to  4154,  pages  803  to  806. 
(6)  Supplement,  Revised  Statutes,  United  States,  volume  1,  act  of  August  5, 1882,  page  378,  chapter  398,  act  of 
June  19,  18S6,  page  494,  chapter  421,  section  5. 

(c)  Supplement,  Revised  Statutes,  United  States,  volume  2,  act  of  March  2,  1895,  page  407,  chapter  173. 

(d)  United  States  Statutes  at  Large,  volume  35,  part  1,  Public  Laws,  act  of  February  6,  1909,  page  613,  chapter  82, 

section  1. 

(e)  Customs  Regulations,  1908.     (Treasury  Department.) 

(/)  Navigation  Laws,  United  States,  1907  (corrected).     (Department  of  Commerce  and  Labor.) 

(</)  Instructions  relating  to  the  measurement  of  ships,  1907  (English). 

(ft)  Regulations  for  the  Navigation  of  the  Suez  Maritime  Canal,  1907. 

(i)  Translation  (Naval  Intelligence").     Instructions  for  the  measurement  of  ships  (GermaD). 

(J)  Responses  aux  Questions  de  Tonnage  conceroant  les  Navires  de  Guerre.     (C.  &  R.  No.  6215A21  to  25.) 

(£)  Letter,  Bureau  of  Navigation,  Department  of  Commerce  &  Labor.     (C.  &  R.  No.  6563A7  and  8.) 

(I)  Letter  No.  6215A19  and  20  in  re  rulings  of  the  Suez  Co. 

(m)  Report  on  certificate,  U.  S.  S.  New  York  (6215A8). 

(n)  Copy  of  Suez  certificate  for  the  U.  S.  S.  Abarenda  (25945E3). 

Note. — Inasmuch  as  most  of  the  above  references  are  corrected  and  reissued  at  certain  times,  and  as  it  is  most 
desirable  that  the  latest  issues  be  had,  it  will  be  the  duty  of  those  computing  tonnage  in  the  scientific  and  computing 
branch  of  the  Bureau  of  Construction  and  Repair,  to  secure,  from  time  to  time,  through  the  proper  channels,  such 
reissues  and  also  such  new  references  as  may  be  found  to  have  a  bearing  on  the  question  of  tonnage. 

GENERAL  INSTRUCTIONS. 

1.  Unifonnity  in  measurements. — These  instructions  are  compiled  for  use  in  the  prepara- 
tion of  tonnage  certificates,  upon  which  tonnage  tolls  may  be  collected,  when  ships  of  the  United 
States  Navy  have  occasion  to  pass  through  the  Suez  Maritime  Canal,  and  it  is  of  great  impor- 
tance not  only  that  the  following  laws  and  regulations  be  followed,  but  that  all  the  required 
measurements  be  taken,  and  calculations  made,  in  one  uniform  and  correct  maimer,  so  that 

one  general  system  may  prevail  throughout. 

447 


448  MEASUKEMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

2.  Features  not  covered  by  regulations. — Whenever,  in  any  calculation,  new  features  arise, 
which  are  not  clearly  covered  by  these  rules,  instructions,  etc.,  causing  doubt  as  to  method  of 
procedure,  the  discussion  thereof  shall  be  referred  to  an  officer  of  the  bureau  and  his  decisions 
relative  thereto  shall  be  appended  to  and  made  a  part  of  these  instructions;  after  reference  to 
and  approval  by  the  Chief  Constructor,  if  deemed  necessary. 

3.  Preparation  of  certificates. — Suez  Canal  certificates  of  tonnage  shall  be  prepared  in  full 
detail  from  careful  calculations  made  in  accordance  with  the  following  statutes,  regulations, 
and  instructions,  and  special  care  shall  be  exercised  in  their  preparation  in  order  that  no  incom- 
plete or  obscure  entries  shall  appear  in  a  certificate,  which  might  constitute  ground  for  investi- 
gation or  possible  remeasurement  on  the  part  of  the  canal  authorities. 

4.  Record  of  certificates. — A  full  and  careful  record  shall  be  entered  in  a  book  to  be  known 
as  the  tonnage  book  and  in  the  general  form  of  the  certificate  of  the  results  of  any  and  all  ton- 
nage calculations  which  may  be  made ;  also  the  drawings  and  figures  made  in  connection  with 
the  preparation  of  any  certificate  shall  be  preserved  in  the  files  of  the  scientific  and  computing 
branch  of  the  Bureau  of  Construction  and  Repair. 

5.  Use  of  rule  for  laden  ships. — In  general  calculations  measurements  will  be  taken  in  the 
manner  prescribed  for  unladen  ships,  whenever  possible,  but  when,  due  to  the  absence  of  plans 
and  records  or  to  special  hardships  or  difficulties,  that  method  is  rendered  impracticable,  the 
rule  for  laden  ships  may  be  employed.  This  condition  will  probably  seldom  arise,  but  the 
exception  is  inserted  to  cover  a  possible  case. 

6.  Remeasurement  under  rule  for  unladen  ships. — Any  ship  which  may  have,  of  necessity, 
been  measured  while  laden,  shall,  at  the  earliest  practicable  time  thereafter  be  measured  in 
the  usual  manner,  and  the  results  thus  obtained  shall  supersede  such  previous  calculation. 

7.  Ships  previously  under  foreign  flags. — Whenever  it  becomes  necessary  to  provide  a  Suez 
Canal  certificate  for  any  vessel  which  may  have  been  previously  registered  under  a  foreign 
flag,  and  have  had  a  foreign  certificate  issued  to  her  prior  to  becoming  the  property  of  the 
United  States,  a  new  calculation  shall  be  made  in  accordance  with  these  instructions,  and  a 
new  certificate  shall  be  issued,  which  shall  constitute  the  correct  Suez  tonnage  for  that  vessel. 

8.  Alteration  of  certificates  due  to  changes. — If  after  a  certificate  has  been  issued  to  any 
naval  ship  it  becomes  necessary  to  change  or  alter  her  by  the  addition  or  removal  of  any  space 
which  will  affect  the  tonnage,  such  spaces  shall  be  measured  and  a  new  certificate  issued,  which 
shall  represent  the  correct  tonnage  of  the  ship  after  the  addition  or  deduction  shall  have  been 
made. 

9.  Use  of  figures  from  a  previous  calculation. — When  in  preparing  the  Suez  certificate  any 
vessel's  national  certificate  of  registry  is  available,  it  will  not  be  always  necessary  to  remeasure 
the  tonnage  under  the  uppermost  deck,  unless  it  is  found  that  some  space  has  been  exempted 
in  such  certificate  of  registry  that  must,  under  these  rules,  be  included,  or  vice  versa,  provided 
the  certificate  had  been  issued  by  a  country  which  had  previously  adopted  a  system  of  tonnage 
measurement  similar  in  its  essential  features  to  the  system  hereinbelow. 

10.  Desirability  of  retaining  original  figures. — Whenever  changes  in  a  ship's  arrangement 
necessitate  alterations  in  a  certificate,  it  is  to  be  understood  that  it  is  desirable  that  the  original 
figures  for  below  and  'tween  deck  spaces  be  retained,  if  possible;  therefore,  no  new  figures  will 
be  made  for  such  spaces,  unless  directly  affected  by  the  changes  in  the  ship,  as  the  small  differ- 
ences, due  to  a  new  calculation,  are  of  minor  consequence  and  are  to  be  avoided. 

11.  Measurements  from  plans. — Measurements  taken  from  finished  plans  of  any  naval 
vessel,  corrected  to  cover  the  latest  arrangements  affecting  tonnage  spaces,  shall  be  considered 
to  be  as  accurate  and  useful  in  the  calculation  of  tonnage  as  dimensions  lifted  directly  from  the 
ship,  inasmuch  as  these  plans  are  taken  from  work  under  the  direction  of  a  representative  of  the 
Bureau  of  Construction  and  Repair. 

12.  Sister  ships. — In  detcrming  the  tonnage  of  sister  ships,  actually  built  from  the  same 
lines  and  molds,  and  having  nearly  similar  arrangements,  it  will  be  necessary  to  calculate  the 
similar  portions  in  the  case  of  one  ship  only;  "the  results  shall  then  be  considered  to  apply 
equally  well  to  any  of  such  ships. 


MEASUREMENT    OF   VESSELS   FOB  PANAMA   CANAL.  449 

13.  Spaces  reasonable  in  extent. — In  vessels  of  the  Navy,  all  spaces  as  constructed  or  as 
altered  shall  be  considered  as  being  reasonable  in  extent,  since  it  is  clearly  disadvantageous  to 
the  Navy  to  evade  any  tonnage  dues  at  the  expense  of  maximum  efficiency  of  general  arrange- 
ment of  a  ship's  compartments. 

14.  Certification  of  spaces. — All  spaces  on  vessels  of  the  Navy  shall  be  considered  as  having 
been  properly  certified,  since  it  is  usual  on  naval  ships  to  clearly  designate  the  use  of  a  com- 
partment by  a  name  plate  over  the  doorway  or  opening  thereto. 

15.  Fulfillment  of  requirements. — The  requirements  for  lighting,  ventilation,  and  sea- 
worthiness shall  be  considered  as  having  been  fulfilled  in  all  spaces  on  United  States  naval 
vessels,  whether  assigned  to  officers,  crew,  machinery,  for  the  passage  of  light  and  air,  or  for  any 
other  purpose. 

16.  Accuracy  of  measurements. — All  general  measurements  will  be  sufficiently  accurate 
if  carried  to  the  nearest  hundredth  of  a  foot. 

17.  Deviation  from  method. — Although  the  rules  and  regulations  as  hereinafter  laid  down 
will,  in  general,  fully  cover  the  measurement  of  ships  of  various  forms  and  diversified  construc- 
tion, it  must  be  borne  in  mind  that  in  order  to  obtain  a  correct  result  when  the  prescribed 
method  is  inadequate  in  detail  the  geometrical  formula  best  adapted  to  the  results  to  be  obtained 
shall  be  utilized. 

18.  Exempted  spaces. — Should  there  be  any  spaces  exempted  in  figuring  the  tonnage  of  a 
ship,  such  spaces  should  be  enumerated  on  the  certificate,  and  when  no  spaces  are  exempt  that 
fact  should  be  noted. 

19.  To  reduce  tons  to  cubic  meters. — In  order  to  change  tons  of  100  cubic  feet  each  to  cubic 
meters  multiply  by  the  factor  2. S3. 

GROSS    TONNAGE. 

In  obtaining  the  gross  tonnage  of  any  United  States  naval  ship  the  rules  for  measurement 
of  ships  of  American  register  shall  prevail  (see  Revised  Statutes  of  the  United  States  Nos.  4150, 
4153,  etc.),  with  such  modifications  as  may  be  made  necessary  by  the  "Regulations  for  the 
Navigation  of  the  Suez  Maritime  Canal." 

1.  Definition  of  gross  tonnage. — The  gross  tonnage  or  total  capacity  of  ships  comprises  the 
exact  measurement  of  all  spaces  (without  any  exception)  below  the  upper  deck,  as  well  as  of  all 
permanently  covered  or  closed-in  spaces  on  that  deck. 

2.  Definition  of  covered  or  closed-in  spaces. — By  permanently  covered  and  closed-in  spaces 
on  the  upper  deck  are  to  be  understood  all  those  which  are  separated  off  by  decks  or  coverings, 
or  fixed  partitions,  and  therefore  represent  an  increase  of  capacity  which  might  be  used  for  the 
stowage  of  merchandise  or  for  the  berthing  and  accommodation  of  the  passengers  or  of  the 
officers  and  crew.  Thus  any  one  or  more  openings  either  in  the  deck  or  coverings,  or  in  the 
partitions,  or  a  break  hi  the  deck,  or  the  absence  of  a  portion  of  the  partition,  -will  not  prevent 
such  spaces  being  comprised  in  the  gross  tonnage,  if  they  can  be  easily  closed  in  after  admeasure- 
ment and  thus  better  fitted  for  the  transport  of  goods  and  passengers.  But  the  spaces  under 
awning  decks  without  other  connection  with  the  body  of  the  ship  than  the  props  necessary  for 
supporting  them  which  are  not  spaces  "separated  off"  and  are  permanently  exposed  to  the 
weather  and  the  sea  will  not  be  comprised  in  the  gross  tonnage,  although  they  may  serve  to 
shelter  the  ship's  crew,  the  deck  passengers,  and  even  merchandise  known  as  "deck  loads." 

"Deck  loads"  are  not  comprised  in  the  measurement. 

3.  Shelter  decks. — In  the  case  of  shelter-deck  spaces  the  whole  of  the  space  under  the  shelter 
deck  is  included  in  the  tonnage  measurement  with  the  exception  of  that  part  of  the  space  which 
is  immediately  abreast  the  openings  (if  there  are  any)  in  the  sides  of  the  ship. 

4.  Definition  of  tonnage  deck. — The  tonnage  deck  in  vessels  having  three  or  more  decks  to 
the  hull  shall  be  the  second  deck  from  below;  in  all  other  cases  the  upper  deck  of  the  hull  is 
to  be  the  tonnage  deck. 

5.  Measurements. — All  measurements  to  be  taken  in  feet  and  fractions  of  feet;  and  all 
fractions  of  feet  shall  be  expressed  in  decimals. 


450  MEASUREMENT   OF   VESSELS   FOR   PANAMA  CANAL. 

6.  Method  of  measuring  unladen  ships  (Rule  I). — The  register  tonnage  of  every  vessel  built 
within  the  United  States,  or  owned  by  a  citizen  or  citizens  thereof,  shall  be  her  entire  internal 
cubical  capacity  in  tons  of  100  cubic  feet  each,  to  be  ascertained  as  follows: 

BELOW    TONNAGE    DECK. 

Measure  the  length  of  the  vessel  in  a  straight  line  along  the  upper  side  of  the  tonnage  deck, 
from  the  inside  of  the  inner  plank,  average  thickness,  at  the  side  of  the  stem  to  the  inside  of 
the  plank  on  the  stem  timbers,  average  thickness,  deducting  from  this  length  what  is  due  to  the 
rake  of  the  bow  in  the  thickness  of  the  deck,  and  what  is  due  to  the  rake  of  the  stern  timber  in 
the  thickness  of  the  deck,  and  also  what  is  due  to  the  rake  of  the  stern  timber  in  one-third  of 
the  round  of  the  beam;  divide  the  length  so  taken  into  the  number  of  equal  parts  required  by 
the  following  table,  according  to  the  class  in  such  table  to  which  the  vessel  belongs. 

The  classes  shall  be  arranged  as  follows: 

Class  1.  Vessels  of  which  the  tonnage  length,  according  to  the  above  measurements,  is  50 
feet  or  under — into  6  equal  parts. 

Class  2.  Vessels  of  which  the  tonnage  length,  according  to  the  above  measurements,  is  above 
50  feet  and  not  exceeding  100  feet — into  8  equal  parts. 

Class  3.  Vessels  of  which  the  tonnage  length,  according  to  the  above  measurements,  is 
above  100  feet  and  not  exceeding  150  feet — into  10  equal  parts. 

Class  4.  Vessels  of  which  the  tonnage  length,  according  to  the  above  measurements,  is  150 
feet  and  not  exceeding  200  feet — into  12  equal  parts. 

Class  5.  Vessels  of  which  the  tonnage  length,  according  to  the  above  measurements,  is  above 
200  feet  and  not  exceeding  250  feet — into  14  equal  parts. 

Class  6.  Vessels  of  which  the  tonnage  length,  according  to  the  above  measurements,  is  above 
250  feet — into  16  equal  parts. 

Then  the  hold  being  sufficiently  cleared  to  admit  of  the  required  depths  and  breadths  being 
properly  taken,  find  the  transverse  area  of  such  vessel  at  each  point  of  division  of  the  length,  as 
follows: 

Measure  the  depth  at  each  point  of  division  from  a  point  at  a  distance  of  one-third  of  the 
round  of  the  beam  below  such  deck;  or  in  case  of  a  break,  below  a  line  stretched  in  continuation 
thereof,  to  the  upper  side  of  the  floor  timber  at  the  inside  of  the  limber  strake,  after  deducting  the 
average  thickness  of  the  ceiling,  which  is  between  the  bilge  planks  and  limber  strake;  then  if  the 
depth  at  the  midship  division  of  the  length  does  not  exceed  16  feet,  divide  each  depth  into  4  equal 
parts;  then  measure  the  inside  horizontal  breadth  at  each  of  the  three  points  of  division  and  also 
at  the  upper  and  lower  points  of  the  depth,  extending  each  measurement  to  the  average  thickness 
of  that  part  of  the  ceiling  which  is  between  the  points  of  measurement,  number  these  breadths 
from  above,  numbering  the  upper  breadth  one,  and  so  on  down  to  the  lowest  breadth;  multiply 
the  second  and  fourth  by  four,  and  the  third  by  two;  add  these  products  together,  and  to  the 
sum  add  the  first  breadth  and  the  last,  or  fifth;  multiply  the  quantity  thue  obtained  by  one- third 
of  the  common  interval  between  the  breadths,  and  the  product  shall  be  deemed  the  transverse 
area;  but  if  the  midship  depth  exceed  16  feet,  divide  each  depth  into  6  equal  parts  instead  of  4, 
and  measure  as  before  directed,  the  horizontal  breadths  at  the  five  points  of  division,  and  also 
at  the  upper  and  lower  points  of  the  depth;  number  them  from  above  as  before;  multiply  the 
second,  fourth,  and  sixth  by  four,  and  the  third  and  fifth  by  two;  add  these  products  together, 
and  to  the  sum  add  the  first  breadth  and  the  last,  or  seventh;  multiply  the  quantities  thus 
obtained  by  one-third  of  the  common  interval  between  the  breadths,  and  the  product  shall  be 
deemed  the  transverse  area. 

Having  thus  ascertained  the  transverse  area  at  each  point  of  division  of  the  length  of  the 
vessel,  as  required  above,  proceed  to  ascertain  the  register  tonnage  of  the  vessel  in  the  following 
manner: 

Number  the  areas  successively  one,  two,  three,  etc.,  number  one  being  at  the  extreme  limit 
of  the  length  at  the  bow  and  the  last  number  at  the  extreme  limit  of  the  length  at  the  stern; 


MEASUREMENT   OP   VESSELS   FOR   PANAMA   CANAL.  451 

then,  whether  the  length  be  divided  according  to  the  table  into  6  or  16  parts,  as  in  classes  1  and  6 
or  any  intermediate  number,  as  in  classes  2,  3,  4,  and  5,  multiply  the  second  and  every  even- 
numbered  area  by  4,  and  the  third,  and  every  odd-numbered  area  except  the  first  and  last,  by  2; 
add  these  products  together,  and  to  the  sum  add  the  first  and  last  if  they  yield  anything;  multiply 
the  quantities  thus  obtained  by  one-third  of  the  common  interval  between  the  areas,  and  the 
product  will  be  the  cubical  contents  of  the  space  under  the  tonnage  deck;  divide  this  product 
by  100,  and  the  quotient,  being  the  tonnage  under  the  tonnage  deck,  shall  be  deemed  the  register 
tonnage  of  the  vessel,  subject  to  the  additions  hereinafter  mentioned. 

BETWEEN    DECKS. 

If  a  vessel  has  a  third  deck,  or  spar  deck,  the  tomiage  of  the  space  between  it  and  the  tonnage 
deck  shall  be  ascertained  as  follows: 

Measure  in  feet  the  inside  length  of  the  space,  at  the  middle  of  its  height,  from  the  plank 
at  the  side  of  the  stem  to  the  plank  on  the  timbers  at  the  stern,  and  divide  the  length  into  the 
same  number  of  equal  parts  into  which  the  length  of  the  tonnage  deck  is  divided;  measure 
also  at  the  middle  of  its  height  the  inside  breadth  of  the  space  at  each  of  the  points  of  division, 
also  the  breadth  of  the  stem  and  the  breadth  at  the  stern;  number  them  successively  one,  two, 
three,  etc.,  commencing  at  the  stem ;  multiply  the  second,  and  all  other  even-numbered  breadths, 
by  4,  and  the  third  and  all  the  other  odd-numbered  breadths,  except  the  first  and  last,  by  2; 
to  the  sum  of  these  products  add  the  first  and  last  breadths,  multiply  the  whole  sum  by  one- 
third  of  the  common  interval  between  the  breadths,  and  the  result  will  give,  in  superficial  feet, 
the  mean  horizontal  area  of  such  space;  measure  the  mean  height  between  the  plank  of  the 
two  decks  and  multiply  by  it  the  mean  horizontal  area,  and  the  product  will  be  the  cubical 
contents  of  the  space;  divide  this  product  by  100  and  the  quotient  shall  be  deemed  to  be  the 
tonnage  of  such  space,  and  shall  be  added  to  the  other  tonnage  of  the  vessel,  ascertained  as 
above  directed.  And  if  the  vessel  has  more  than  three  decks,  the  tonnage  of  each  space  between 
decks,  above  the  tonnage  decks,  shall  be  severally  ascertained  in  the  manner  above  described, 
and  shall  be  added  to  the  tonnage  of  the  vessel,  ascertained  as  above  directed. 

DECK    HOUSES,    BREAKS,    ETC. 

If  there  be  a  break,  a  poop,  or  any  other  permanent  closed-in  space  on  the  upper-  deck 
available  for  cargo  or  stores,  or  for  the  berthing  or  accommodation  of  passengers  or  crew,  the 
tonnage  of  that  space  shall  be  ascertained  and  added  to  the  gross  tonnage. 

Measure  the  internal  mean  length  of  such  space  hi  feet  and  divide  it  into  an  even  number 
of  equal  parts,  of  which  the  distance  asunder  shall  be  most  nearly  equal  to  those  into  which 
the  length  of  the  tonnage  deck  has  been  divided ;  measure  at  the  middle  of  its  height  the  inside 
breadths,  namely,  one  at  each  end  and  at  each  of  the  points  of  division,  numbering  them 
successively  one,  two,  three,  etc.;  then  to  the  sum  of  the  end  breadths  add  four  times  the 
sum  of  the  even-numbered  breadths  and- twice  the  sum  of  the  odd-numbered  breadths,  except 
the  first  and  last,  and  multiply  the  whole  sum  by  one-third  of  the  common  interval  between 
the  breadths;  the  product  will  give  the  mean  horizontal  area  of  such  space;  then  measure  the 
mean  height  between  the  planks  of  the  decks  and  multiply  by  it  the  mean  horizontal  area; 
divide  the  product  by  100,  and  the  quotient  shall  be  deemed  to  be  the  tonnage  of  such  space, 
and  shall  be  added  to  the  tonnage  under  the  tonnage  decks,  ascertained  as  aforesaid:  Provided, 
That  nothing  shall  be  added  to  the  gross  tonnage  for  any  sheltered  space  above  the  upper  deck 
which  is  under  cover  and  open  to  the  weather — that  is,  not  inclosed. 

7.  Method  of  measuring  laden  ships  (Rule  II). — In  order  to  enable  those  who  may  be  charged 
with  the  calculation  of  tonnage  of  ships  of  the  United  States  Navy  to  properly  interpret  such 
figures  as  may  appear  in  any  certificate  prepared  by  the  Suez  authorities  themselves,  it  may  be 
well  to  quote  the  method  followed  in  the  measurement  of  laden  ships  which  have  no  certificate 
to  accompany  an  application  for  passage  through  the  canal. 

The  deductions  from  the  gross  are  the  same  as  those  appearing  under  the  heading  "Net 
tonnage,"  but  the  total  capacity  or  gross  figure  is  arrived  at  as  follows: 


452  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Rule  II. — For  laden  ships. 

Art.  9.  When  ships  have  their  cargo  on  board,  or  when  for  any  other  reason  their  tonnage 
can  not  be  ascertained  by  means  of  Rule  I,  proceed  in  the  following  manner: 

Measure  the  length  on  the  upper  deck  from  the  outside  of  the  outer  plank  at  the  stem  to 
the  aft  side  of  the  sternpost,  deducting  therefrom  the  distance  between  the  aft  side,  of  the 
sternpost  and  the  rabbet  of  the  sternpost  at  the  point  where  the  counterplank  crosses  it. 

Measure  also  the  greatest  breadth  of  the  ship  to  the  outside  of  the  outer  planking  or  wales. 

Then  having  first  marked  on  the  outside  of  the  ship,  on  both  sides  thereof,  the  height  of 
the  upper  deck  at  the  ship's  sides,  girt  the  ship  at  the  greatest  breadth  in  a  direction  perpen- 
dicular to  the  keel  from  the  height  so  marked  on  the  outside  of  the  ship,  on  the  one  side,  to  the 
height  so  marked  on  the  other  side,  by  passing  a  chain  under  the  keel;  to  half  the  girth  thus 
taken  add  half  the  main  breadth;  square  the  sum,  multiply  the  result  by  the  length  of  the 
ship  taken  as  aforesaid;  then  multiply  this  product  by  the  factor  0.17  in  the  case  of  ships 
built  of  wood  and  by  the  factor  0.18  in  the  case  of  ships  built  of  iron.  The  product  will  give 
approximately  the  cubical  contents  of  the  ship,  and  the  general  tonnage  can  be  ascertained 
by  dividing  by  100  or  by  2.83,  according  as  the  measurements  are  taken  in  English  feet  or 
in  meters. 

Art.  10.  If  there  be  a  break,  a  poop,  or  other  permanent  covered  and  closed-in  spaces 
(as  defined  in  the  general  principles)  on  the  upper  deck,  the  tonnage  of  such  spaces  shall  be 
ascertained  by  multiplying  together  the  mean  length,  breadth,  and  depth  of  such  spaces,  and 
dividing  the  products  by  100  or  2.83,  according  as  the  measurements  are  taken  in  English 
feet  or  meters,  and  the  quotients  so  obtained  shall  be  deemed  to  be  the  tonnage  of  such  spaces, 
and  shall  be  added  to  the  other  tonnage  in  order  to  determine  the  gross  tonnage  or  total 
capacity  of  the  ship. 

8.  Hatches. — The  cubical  contents  of  the  hatchways  shall  be  obtained  by  multiplying  the 
length  and  breadth  together  and  the  product  by  the  mean  depth  taken  from  the  top  of  beam 
to  the  underside  of  the  hatch.  From  the  aggregate  tonnage  of  the  hatchways  there  shall 
be  deducted  one-half  of  1  per  cent  of  the  gross  tonnage,  and  the  remainder  only  shall  be  added 
to  the  gross  tonnage  of  the  ship  exclusive  of  the  tonnage  of  the  hatchways. 

9.  Open  vessels. — In  ascertaining  the  tonnage  of  open  vessels  the  upper  edge  of  the  upper 
strake  is  to  form  the  boundary  line  of  measurement,  and  the  depth  shall  be  taken  from  an 
athwartship  line,  extending  from  the  upper  edge  of  such  strake  at  each  division  of  the  length. 

10.  Inner  bottom. — In  the  case  of  a  ship  constructed  with  a  double  bottom  for  water  ballast, 
if  the  space  between  the  inner  and  outer  plating  thereof  is  certified  by  the  collector  to  be  not 
available  for  the  carriage  of  cargo,  stores,  or  fuel,  then  the  depth  of  the  vessel  shall  be  taken 
to  be  the  upper  side  of  the  inner  plating  of  the  double  bottom,  and  that  upper  side  shall  for 
the  purposes  of  measurement  be  deemed  to  represent  the  floor  timber. 

11.  Light  and  air  spates  to  machinery. — On  a  request  in  writing  to  the  Commissioner  of 
Navigation  by  the  owners  of  a  ship  the  tonnage  of  such  portion  of  the  space  or  spaces  above 
the  crown  of  the  engine  room  and  above  the  upper  deck  as  is  framed  in  for  the  machinery  or 
for  the  admission  of  light  and  air  and  not  required  to  be  added  to  the  gross  tonnage  shall,  for 
the  purpose  of  ascertaining  the  tonnage  of  the  space  occupied  by  the  propelling  power,  be 
added  to  the  tonnage  of  the  engine  space;  but  it  shall  then  be  included  in  the  gross  tonnage; 
such  space  or  spaces  must  be  reasonable  in  extent,  safe,  and  seaworthy,  and  can  not  be  used 
for  any  purpose  other  than  the  machinery  or  for  the  admission  of  light  and  air  to  the  machinery, 
or  for  the  admission  of  light  and  air  to  the  machinery  or  boilers  of  the  ship. 

12.  Use  of  exempted  spaces. — If  at  any  time  a  vessel  performs  transit  with  cargo  or  stores 
carried  in  any  portion  of  any  exempted  space,  then  the  whole  of  that  space  is  added  to  the  net 
tonnage  and  can  never  more  be  exempted  from  measurement. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  453 

INSTRUCTIONS    AND    DEFINITIONS. 
GROSS    TONNAGE. 

1.  Decks,  not  considered  continuous. — In  deciding  which  deck  fulfills  the  requirements  for  a 
tonnage  deck,  neither  the  platform  decks  when  composed  of  several  fiats,  nor  the  armored  pro- 
tective deck,  shall  be  considered  a  complete  deck,  within  the  interpretation  of  the  meaning  of 
the  law. 

2.  Break  decks,  in  two-decked  ships. — If  the  second  deck  from  the  keel,  in  a  two-decked 
vessel,  consists  of  several  partial  decks,  extending,  with  breaks,  from  the  stem  to  the  stern,  the 
line  of  that  course  of  decks  must  be  taken  as  the  tonnage  deck ;  and  if  the  partial  decks  are  at 
different  heights,  the  line  of  the  lowest  flat  will  be  taken  as  the  tonnage  deck  and  the  headroom  above 
such  line  and  under  the  higher  flats  will  be  measured  and  added  as  inclosures  above  decks. 

3.  Breaks,  definition  of. — A  break  is  the  space  above  the  line  of  the  deck,  when  that  deck  is 
cut  off  and  continued  at  a  lugher  elevation.  The  height  of  a  break  is  the  distance  from  the  under- 
side of  the  deck  cut  off  to  the  underside  of  the  break  deck. 

4.  Breaks  in  inner  bottom. — When  it  is  necessary  to  establish  the  below-deck  volume  of  a 
vessel  with  an  irregular  or  broken  inner  bottom,  the  length  of  the  ship  should  be  divided  into 
sections,  of  lengths  equal  to  the  unbroken  portions  of  the  inner  bottom  lines,  and  after  subdividing 
each  of  such  sections  into  parts,  according  to  the  class  under  which  the  sections  respectively 
belong,  the  volume  of  each  should  be  calculated  separately,  in  such  manner  as  to  determine,  as 
exactly  as  possible,  the  volume  of  the  hold.  Where  lengths  of  sections  are  30  feet  or  under,  they 
may  be  divided  into  two  equal  parts. 

5.  Spring  of  beam. — The  round  or  spring  of  the  beam  is  the  perpendicular  distance  from  the 
crown  of  the  underside  of  the  deck  plank  or  plating  at  center  to  a  line  stretched  athwart  the 
vessel  from  end  to  end  of  the  top  of  the  beam,  and  it  is  to  be  ascertained  at  every  place  where  it 
is  to  be  used  in  the  measurement. 

6.  Half  breadths  at  side. — If  there  be  no  ceiling,  plating,  or  planking  on  the  inside  of  a  ship's 
frames,  the  half  breadths  shall  be  taken  to  the  inside  of  the  frame  members. 

7.  Lowest  breadths  on  sections. — The  bottom  widths  are  to  be  taken  only  so  far  as  the  appar- 
ent flat  of  floor  extends.  Where  there  is  a  perceptible  rise  immediately  from  the  keel,  the  bottom 
widths  should  be  taken  equal  to  the  width  of  the  keelson  and  no  compensation  made  for  the  rise 
of  floor  or  turn  of  the  bilge.1 

8.  Web-frame  construction. — For  ships  constructed  with  web  frames,  at  intervals  of  the 
length,  the  measurements  should  be  taken  to  the  interior  faces  of  the  ordinary  frames,  ignoring 
the  greater  depth  of  the  web-frame  construction. 

9.  Battens  or  spar  ceiling. — When  the  ceding  of  a  hold  or  other  space  is  open  in  construction, 
and  consists  of  battens  spaced  apart,  the  breadths  should  be  taken  to  the  inside  of  the  average 
thickness  of  battens,  between  points  of  measurement. 

10.  Insulation  for  refrigeration. — When  a  ship's  compartments  are  insulated  for  refrigerating 
or  other  purposes  and  the  insulating  material  extends  inboard  of  the  frames  or  above  the  tops  of 
floors  or  inner  bottom,  the  hah  breadths  and  heights  shall  be  taken  to  the  inside  of  the  average 
thickness  thereof. 

11.  Tonnage  sections  of  irregular  form. — When  any  tonnage  section  is  of  such  an  irregular 
form,  due  to  peculiar  arrangement  of  the  inner  bottom  or  to  any  other  cause,  that  the  area  will 
not  be  correctly  produced  by  the  ordinary  method,  such  irregularities  may  be  figured  and  added 
to  or  subtracted  from  the  area  found  by  the  prescribed  process,  as  the  case  may  be. 

12.  Volume  of  ram,  bow. — That  portion  of  a  ship  forward  of  the  No.  1  tonnage  section, 
known  usually  as  the  ram  bow,  and  fitted  with  plate  framing  in  which  lightening  holes  are  cut, 
shall  be  figured  and  added  to  the  gross  tonnage,  but  the  breadths  shallbe  taken  to  lines  representing 

i  Attention  is  called  to  the  English  Merchants  Shipping  Act  of  1S94  as  revised  (see  Eng.,  1907,  p.  33)  showing  their  method  of  calculating  volume 
below  decks  in  ships  with  a  rise  of  floors. 


454  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

the  inboard  sides  of  frames  of  the  same  depths  as  those  used  in  the  forward  end  of  the  ship  adja- 
cent this  space.     The  same  method  shall  apply  in  the  case  of  a  projecting  stern. 

13.  Cement  in  tonnage  spaces. — Where  quantities  of  cement  are  used  in  a  ship's  compartments, 
the  volumes  of  the  spaces  are  to  be  figured  to  the  framing  of  the  ship,  as  if  the  cement  were  not 
present. 

14.  Ballast  tanks  not  inner  bottom,. — Peak  tanks  are  not  to  be,  in  any  case,  exempt  from 
measurement,  and  side  ballast  tanks  are  to  be  included  in  the  gross  tonnage,  except  when  built 
without  the  inside  of  the  framing  of  the  ship,  such,  for  instance,  as  the  "Raylton  Dixon  System" 
of  topside  tanks,  which  may  be  exempted  provided  they  are  not  used  for  cargo,  stores,  or  fuel.1 

15.  Feed  water  and  fuel  oil  in  bottoms. — Spaces  in  the  double  bottoms,  made  tight  for  reserve 
feed  water  or  fuel  oil,  are  to  be  exempted  from  measurement,  just  as  is  done  in  the  case  of 
ordinary  water  bottoms  for  ballast  water. 

16.  Cofferdams. — The  cofferdams  above  the  protective  deck,  and  in  general,  are  not  to  be 
considered  exempted  spaces,  but  are  to  be  measured  and  included  in  the  gross  figures,  except 
when  actually  forming  a  continuation  of  the  inner  bottom  and  when  not  used  for  cargo,  stores,  or 
fuel;  cellulose  being  considered  cargo  in  warships. 

17.  Space  at  after  end  of  shaft  tunnel. — The  compartments  through  which  the  shaft  tubes 
pass,»abaft  the  tunnel  and  forward  of  the  stuffing  box,  sometimes  known  as  the  stuffing-box  com- 
partment, will  not  be  exempted  in  the  figuring  of  tonnage,  unless  such  space  is  made  water-tight 
and  forms  the  only  inner  bottom  in  the  location  considered.  When  forming  a  part  of  the  after- 
peak  tank  space  it  is  not  to  be  exempted  space. 

18.  Between  deck,  poop,  and  forecastle  lengths. — When  taking  measurements  for  lengths,  to 
the  bow  or  stern,  on  ships,  where  framing  is  present  instead  of  stem  or  sternposts,  such  measure- 
ment shall  be  taken  at  half  the  height  of  space  concerned  and  to  the  inside  of  the  frame,  but 
when  ceiling  is  fitted,  the  length  shall  be  taken  to  the  inside  of  the  average  thickness  thereof. 

19.  Heights  between  decks. — In  figuring  the  capacity  of  spaces  where  there  occur  several 
thicknesses  of  deck  covering,  the  height  shall  be  taken  from  the  underside  of  the  deck  above  to 
the  average  thickness  of  such  deck  planks  or  plates  and  coverings  thereon  as  may  be:  Pro- 
vided, The  deck  lines  of  the  bounding  decks  are  parallel  or  crowned  to  the  same  camber;  other- 
wise the  correction  for  difference  in  camber  shall  be  made. 

20.  '  Tween  deck  spaces  with  breaks  in  sides. — When  figuring  a  space  where  gun  sponsons, 
reentrant  ports,  or  other  breaks  in  the  topside  occur,  the  ordinates  shall  be  taken  to  a  line  formed 
by  a  continuation  of  the  inside  line  of  the  frames  or  the  ceiling  thereon;  the  volumes  of  the 
breaks  shall  then  be  calculated  and  added  to  or  subtracted  from  the  figure  thus  found ;  the  result 
shall  be  considered  the  volume  of  such  space. 

21.  Shelter  decks  and  upper  decks;  difference  between. — Whether  for  the  purpose  of  measure- 
ment a  deck  is  to  be  regarded  as  an  upper  deck  or  as  a  shelter  to  an  upper  deck,  is  to  be  deter- 
mined in  each  instance,  both  by  the  character  and.  structural  conditions  of  the  erection,  and 
by  the  purpose  to  which  the  between-deck  is  devoted.  If  the  deck  is  a  continuous  deck, 
fastened  down  and  water-tight,  sealing  up  the  cylinder  formed  between  the  two  decks,  and  mak- 
ing it  a  fit  place  for  the  stowage  of  cargo,  like  a  hold,  the  deck  is  to  be  treated  as  an  upper  deck, 
and  the  space  between  it  and  the  deck  below  is  to  be  measured.  If,  however,  the  cylinder  is 
open  to  the  shipment  of  seas,  and  the  space  is  not  reasonably  fit  for  the  carrying  of  dry  cargo, 
but  is  used  only  for  cargo  generally  classed  as  "deck  loads,"  such  as  cattle,  horses,  chemicals, 
oil  in  barrels,  etc.,  then,  usually,  the  deck  is  to  be  regarded  as  a  shelter  deck,  and  the  space  as 
"sheltered  space  above  the  upper  deck,  which  is  under  cover  and  open  to  the  weather,  that  is, 
not  inclosed,"  and  is  not  to  be  included  in  the  recorded  tonnage. 

22.  Definition  of  closed-in  spaces. — By  "closed-in  spaces"  is  to  be  understood,  spaces  which 
are  inclosed  and  protected  from  the  action  of  the  weather,  even  though  large  openings  be  left 
in  the  inclosure,  and  care  will  be  taken  that  the  intent  of  the  law  in  this  respect  is  not  evaded. 

1  Neither  the  English  nor  the  American  law  permits  the  exemption  of  tanks  for  water  ballast  which  are  built  within  the  framing  of  the  ship, 
but  n  both  countries  ballast  tanks  may  be  deducted,  there  being  no  limit  of  5  per  cent  of  the  gross  for  deductions  other  than  propelling-power 
spaces.  (See  IT.  S.  Stat.  L.,  vol.  35,  Pt.  I,  act  of  Feb.  6, 1909,  sec.  2,  p.  613.  "  From  the  gross  tonnage  there  shall  be  deducted  any  other  space 
adapted  only  for  water  ballast  certified  by  the  collector  not  to  be  available  for  the  carriage  of  cargo,  stores,  supplies,  or  fuel.") 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  455 

23.  Permanent  erections. — Poops,  bridge  houses,  pilot  houses,  steering  screens,  or  other 
permanent  erections,  entirely  or  partially  open  at  sides  or  ends,  or  with  one  or  more  openings 
in  the  sides,  ends  or  hi  the  covering  deck,  and  not  fitted  with  doors,  hatches,  or  other  means  of 
closing  them,  or  which  may  not  be  easily  closed  in,  shall  not  be  included  in  the  gross  tonnage, 
except  when  the  spaces  therein  are  available  or  actually  fitted  or  used  for  cargo,  stores,  passen- 
gers, or  crew,  when  the}*  must  be  measured  and  form  a  part  of  the  gross  tonnage  of  the  ship. 
This  section  must  not  be  confounded  with  that  portion  of  the  rules  referring  to  shelter  or  awning 
decks  or  to  deck  loads. 

24.  Open  deck  spaces  for  berthing. — Spaces  under  shelter  decks,  such  as  those  under  bridges, 
etc.,  which  are  not  inclosed  or  readily  inclosed,  but  are  fitted  with  hammock  hooks  for  berthing 
accommodations,  shall  not  form  a  portion  of  the  gross  tonnage. 

25.  Deck  erections,  dimensions  to  framing. — In  all  cases  the  interior  dimensions  of  deck 
spaces  and  erections  shall  be  taken  to  the  ceiling  where  such  exists,  but  in  the  absence  thereof, 
to  the  interior  edge  of  the  frames  or  supports  for  the  walls  of  these  spaces.  Stiffeners  on  bulk- 
heads shall  be  considered  as  supports,  even  though  not  connected  to  the  beam  above  or  deck 
below. 

26.  Deck  erections  of  irregular  form. — When  deck  spaces  have  irregular  form,  such  that  the 
general  formula,  indicated  for  the  measuring  of  deck  spaces,  can  not  be  applied  to  give  correct 
results,  the  spaces  should  be  subdivided  into  smaller  portions,  and  each  of  these  measured  by  the 
most  convenient  geometrical  formula  adapted  thereto. 

27.  Hammock  houses  and  berthing. — All  closed  hammock  houses  and  closed  or  readily  closed 
hammock  berthing  forming  erections  above  decks  shall  be  figured  in  the  gross  tonnage. 

28.  Miscellaneous  spaces. — Ammunition  hoists  above  decks,  turrets,  and  barbettes,  conning 
and  signal  towers,  inclosures  of  windlass,  steering  gear,  and  other  spaces  for  working  the  ship, 
and  all  other  such  miscellaneous  spaces,  if  within  the  regulations  pertaining  to  permanent  erec- 
tions, shall  form  a  part  of  the  gross  tonnage  of  a  ship,  but  masts,  vents,  and  cowls,  open  hammock 
berthing,  etc.,  are  not  to  form  a  part  of  such  gross  figure. 

29.  Companion  hatches,  skylights,  and  access  trunks,  ahove  decks. — Companion  hatches, 
skylights,  and  access  trunks,  above  decks  are  not  to  be  considered  under  the  head  of  hatches, 
but  are  to  be  ignored  in  the  gross  tonnage  of  a  ship,  except  when  used  as  striking  down  hatches 
and  directly  connected  with  or  t ranked  down  to  spaces  where  stores  or  cargo  are  stowed.  When 
a  companion  house  is  used  as  a  smoking  room,  for  instance,  for  the  accommodation  of  passen- 
gers it  is  to  be  included  in  the  gross  tonnage  under  the  head  of  deck  houses. 

30.  Hatches  for  coal  passing. — In  considering  the  volume  of  hatches  (in  excess  of  A  per  cent 
gross)  the  coal  hatches  or  skylights  for  striking  down  bunker  coal  are  not  to  be  included.  Ah 
such  hatches  shall  be  omitted  from  the  gross  figure,  except  hi  cases  where  they  are  trunked  down 
to  the  bunkers,  when  they  will  be  included  in  the  gross  and  will  form  a  part  of  the  machinery 
deduction. 

31 .  Light  and  air  spaces  for  machinery. — The  closed  or  readily  closed  spaces  for  light  and  air 
or  hot-air  escape  from  machinery  spaces,  on  or  above  the  upper  deck,  shall  be  considered  a  part 
of  and  figured  hi  the  gross  tonnage,  but  such  spaces  are  in  no  case  to  be  classed  under  hatches 
unless  used  for  striking  down  stores  or  cargo. 

XET    TONNAGE. 

Ill  procuring  the  net  tomiage  of  any  United  States  naval  ship,  for  Suez  Canal  tolls,  the 
deductions  as  permitted  by  the  canal  authorities  and  appearing  hi  the  "'Regulations  for  the 
Navigation  of  the  Suez  Maritime  Canal,"  of  which  the  articles  below  are  extracts,  shall  be 
followed. 


456  measurement  of  vessels  foe  panama  canal. 

Deductions  to  be  Made  From  the  Gross  Tonnage  in  Order  to  Ascertain  the  Net 

Tonnage. 

Art.  11.  To  find  from  the  gross  tonnage  of  vessels  as  above  set  forth  the  official,  or  net 
registered  tonnage,  either  for  sailing  vessels  or  for  steamships,  the  following  mode  of  operation 
must  be  resorted  to: 

sailing  vessels. 

(1)  Art.  12.  For  sailing  vessels  deduct:  The  spaces  exclusively  and  entirely  occupied  by 
the  crew  and  the  ship's  officers,  those  taken  up  by  the  cookhouse  and  latrines  exclusively  used 
by  the  ship's  officers  and  crew,  whether  they  be  situated  above  or  below  the  upper  deck;  the 
covered  and  closed-in  spaces,  if  there  be  any  situated  on  the  upper  deck,  and  used  for  working 
the  helm,  the  capstan,  the  anchor  gear,  and  for  keeping  the  charts,  signals,  and  other  instru- 
ments of  navigation. 

(2)  Each  of  the  spaces  deducted  as  above  may  be  limited  according  to  the  requirements 
and  customs  of  each  country,  but  the  deductions  must  never  exceed  in  the  aggregate  5  per  cent 
of  the  gross  tonnage. 

(3)  The  company  allows  the  following  spaces  to  be  included  in  the  deductions  specified  in 
article  12  of  the  regulations  for  the  measurement  of  tonnage,  provided  the  deductions  do  not, 
in  the  aggregate,  exceed  5  per  cent  of  the  gross  tonnage. 

(a)  The  chart  room,  even  when  also  used  as  a  captain's  cabin.  When,  however,  the  cap- 
tain's accommodation  comprises  several  rooms,  one  of  which  is  the  chart  room,  that  room  alone 
is  deducted;  but,  in  all  cases,  the  room  used  as  the  chart  room  must,  if  it  is  to  be  deducted,  be 
situated  on  the  upper  deck. 

(b)  The  doctor's  cabin,  but  only  when  the  doctor  himself  is  on  board. 

(c)  A  mess  room,  if  there  is  one,  for  the  exclusive  use  of  the  officers  and  engineers;  or,  if 
they  exist,  two  mess  rooms — one  of  them  for  the  exclusive  use  of  the  officers,  the  other  one  for 
the  exclusive  use  of  the  engineers. 

A  mess  room,  if  there  is  one,  for  the  exclusive  use  of  the  petty  officers. 

No  deduction  is  allowed  for  the  officers'  mess  room  in  ships  having  passenger  accommoda- 
tions, which  are  not  also  provided  with  passengers'  mess  room. 

(cE)  Two  bathrooms,  if  they  exist — one  for  the  exclusive  use  of  the  officers,  the  other  one 
for  the  exclusive  use  of  the  engineers. 

Where  there  is  not  a  bathroom  for  the  exclusive  use  of  passengers,  if  one  of  the  above  is 
used  by  them,  the  other  one  only  is  deducted. 

(e)  All  spaces  fitted  with  lavatories,  with  or  without  a  bath,  for  the  exclusive  use  of  the 
ship's  officers,  engineers,  and  crew. 

(/)  At  a  meeting  of  the  administrative  council  of  the  Suez  Canal  Co.,  March  2,  1908,  it  was 
decided  to  include  in  the  deductions  for  the  net  tonnage  of  vessels  the  spaces  intended  to  hold 
the  apparatus  of  the  wireless  telegraphy  and  the  electric  projector,  as  being  useful  for  the 
maneuver  of  the  vessel,  and  under  reserve  of  the  observation  of  the  maximum  total  of  5  per 
cent  of  the  gross  tonnage.     (See  C.  &  R.  No.  932/A-894  and  895.) 

(4)  The  above-specified  spaces  can  only  be  deducted  if  they  bear  a  distinctly  visible  and 
permanent  indication  of  their  exclusive  appropriation. 

(5)  Closed  spaces  for  the  use  or  possible  use  of  passengers  will  not  be  deducted  from  the 
gross  tonnage. 

(6)  Art.  13.  The  measurement  of  these  spaces  is  to  be  effected  according  to  the  rules  set 
forth  for  the  measurement  of  covered  and  closed-in  spaces  on  the  upper  deck;  the  result,  obtained 
by  deducting  the  total  of  such  allowances  from  the  gross  tonnage,  represents  the  net  or  register 
tonnage  of  sailing  vessels. 


MEASUREMENT   OF  VESSELS  FOB  PANAMA  CANAL.  457 

STEAMSHIPS. 

(1)  Art.  14.  For  Vessels  propelled  by  steam  or  any  other  mechanical  power  deduct: 

(a)  The  same  spaces  as  for  sailing  vessels  (art.  12)  with  the  limitation  to  5  per  cent  of  the 
gross  tonnage. 

(b)  The  spaces  occupied  by  the  engines,  boilers,  coal  bunkers,  shaft  trunks  of  screw  steamers, 
and  the  spaces  between  decks  and  in  the  covered  and  closed-m  erections  on  the  upper  deck 
surrounding  the  funnels,  and  required  for  the  introduction  of  ah-  and  light  into  the  engine  rooms, 
and  for  the  proper  working  of  the  engines  themselves.  Such  deductions  can  not  exceed  50  per 
cent  of  the  gross  tonnage. 

(2)  Art.  15.  The  measurement  of  the  spaces  allowed  for  both  in  sailing  vessels  and  in 
steamships  (sec.  1  of  art.  14)  is  to  be  effected  according  to  the  rules  set  forth  in  articles  12  and  13 
for  sailing  vessels. 

(3)  Spaces  for  which  allowances  are  made  in  steamships  only  (sec.  2  of  art.  14)  are  measured 
according  to  the  following  rules: 

(a)    SHIPS    HAVING    COAL   BUNKERS    WITH    MOVABLE    PARTITIONS. 

Art.  16.  In  ships  that  do  not  have  fixed  bunkers,  but  transverse  bunkers  with  movable 
partitions,  with  or  without  lateral  bunkers,  measure  the  space  occupied  by  the  engine  rooms, 
and  add  to  it,  for  screw  steamers  75  per  cent  and  for  paddle  steamers  50  per  cent  of  such  space. 

By  the  space  occupied  bj7  the  engine  rooms  is  to  be  understood  that  occupied  by  the  engine 
room  itself  and  by  the  boiler  room,  together  with  the  spaces  strictly  required  for  their  working 
with  the  addition  of  the  space  taken  up  by  the  shaft  trunk  in  screw  steamers  and  the  spaces 
between  decks  which  inclose  the  funnels  and  are  necessary  for  the  admission  of  air  and  light 
into  the  engine  rooms. 

These  spaces  are  measured  in  the  following  manner: 

Measure  the  mean  depth  of  the  space  occupied  by  the  engines  and  boilers  from  its  crown 
to  the  ceiling  at  the  limber  strake,  measure  also  three,  or,  if  necessary,  more  than  three  breadths 
of  the  space  at  the  middle  of  its  depth,  taking  one  of  such  measurements  at  each  end  and  another 
at  the  middle  of  the  length;  take  the  mean  of  such  breadths;  measure  also  the  mean  length 
of  the  space  between  the  foremost  and  aftermost  bulkheads  or  limits  of  its  length,  excluding 
such  parts,  if  there  are  any,  as  are  not  actually  occupied  by  or  required  for  the  proper  working 
of  the  engines  and  boilers. 

Multiply  together  these  three  dimensions  of  length,  breadth,  and  depth,  and  the  product 
will  be  the  cubical  contents  of  the  space  below  the  crown. 

Then  find  the  cubical  contents  of  the  space  or  spaces,  if  there  are  any,  between  the  crown 
aforesaid  and  the  uppermost  or  poop  deck,  as  the  case  may  be,  which  are  framed  in  for  the 
machinery  or  for  the  admission  of  light  and  air,  by  multiplying  together  the  length,  depth,  and 
breadth  thereof. 

Add  such  contents  as  well  as  those  of  the  space  occupied  by  the  shaft  trunk  to  the  cubical 
contents  of  the  space  below  the  crown;  divide  the  sum  by  100  or  by  2.83,  according  as  the 
measures  are  taken  in  feet  or  meters,  and  the  result  shall  be  deemed  to  be  the  tonnage  correspond- 
ing to  the  engine  and  boiler  room  which  serves  as  basis  for  the  deductions  referred  to. 

If  in  any  ship  in  which  the  space  aforesaid  is  to  be  measured  the  engines  and  boilers  are 
fitted  in  separate  compartments,  the  contents  of  each  shall  be  measured  separately  in  like 
manner,  according  to  the  above  rules,  and  the  sum  of  their  several  results  shall  be  deemed  to 
be  the  tonnage  of  the  engine  rooms  which  serves,  as  aforesaid,  as  basis  for  the  total  deductions. 

(b)    SHIPS    WITH    FIXED    COAL    BUNKERS. 

Art.  17.  In  ships  with  fixed  coal  bunkers  measure  the  mean  length  of  the  engine  and 
boiler  room,  including  the  coal  bunkers.     Ascertain  the  area  of  three  transverse  sections  of  the 
ship  (as  set  forth  in  the  rules  given  in  arts.  3  .and  4  for  the  calculation  of  the  gross  tonnage)  to 
the  deck  which  covers  the  engine. 
61861°— 13 30 


458  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

One  of  these  three  sections  must  pass  through  the  middle  of  the  aforesaid  length,  and  the 
two  others  through  the  two  extremities. 

Add  to  the  sum  of  the  two  extreme  sections  four  times  the  middle  one,  and  multiply  the 
sum  thus  obtained  by  the  third  of  the  distance  between  the  sections.  This  product  divided 
by  100,  if  the  measurements  are  taken  in  English  feet,  or  2.83,  if  they  are  taken  in  meters,  gives 
the  tonnage  of  the  space  in  question. 

If  the  engines,  boilers,  and  bunkers  are  in  separate  compartments,  they  are  separately 
measured,  as  above  set  forth,  and  the  results  are  added  together. 

In  screw  steamers  the  contents  of  the  shaft  trunk  are  measured  by  ascertaining  the  mean 
length,  breadth,  and  height,  and  the  product  of  the  multiplication  of  these  three  dimensions 
divided  by  100  or  2.83,  according  as  the  measurements  are  taken  in  English  feet  or  in  meters, 
gives  the  tonnage  of  such  space. 

The  tonnage  of  the  following  spaces  between  decks,  and  in  the  covered  and  closed-in 
erections  on  the  upper  deck,  is  ascertained  by  the  same  method,  viz: 

(a)  The  spaces  framed  in  around  the  funnels. 

(6)  The  spaces  required  for  the  admission  of  light  and  air  into  the  engine  rooms. 

(c)  The  spaces,  if  there  are  any,  necessary  for  the  proper  working  of  the  engines. 

(4)  Art.  18.  Instead  of  the  measurement  of  fixed  bunkers,  the  rules  for  bunkers  with 
movable  partitions  as  set  forth  in  article  16  may  be  applied. 

(5)  Art.  19.  In  the  case  of  tugs  the  allowances  are  not  limited  to  50  per  cent  of  the  gross 
tonnage;  all  spaces  occupied  by  machinery,  boilers,  and  coal  bunkers  are  deducted. 

Nevertheless,  if  such  vessels  are  not  exclusively  employed  as  tugs,  the  deductions  in  question 
can  not  exceed  50  per  cent  of  the  gross  tonnage. 

(6)  The  determination  of  deductions  for  coal  spaces  may  be  effected  either  by  the  rules  of 
the  European  Commission  of  the  Danube  of  1871  or  by  the  exact  measurement  of  fixed  bunkers. 

Instructions  and  Definitions. 

net  tonnage. 

1.  Deductible  space. — No  space  will  be  deducted  from  the  gross  tonnage,  in  ascertaining 
the  net  tonnage,  unless  it  has  been  first  included  in  the  gross  figure. 

2.  General  deductions  for  quarters. — All  spaces  for  the  exclusive  use  of  the  persons  didy 
inscribed  on  the  ship's  list,  with  the  exception  of  those  for  the  commanding  officer,  are  deduct- 
ible within  the  reserve  of  the  maximum  allowance  of  5  per  cent  of  the  gross  tonnage  for  the 
total  of  deductions  other  than  for  propelling  machinery. 

3.  Interpretation  of  rules  relative  to  passengers,  etc. — Inasmuch  as  ships  of  the  Navy  are  not 
engaged  in  commercial  pursuits  or  fitted  up  for  the  transportation  of  persons  unidentified 
with  the  ship's  companjT  for  pecuniar}"  gam,  the  fact  that  a  passenger  or  passengers  are  forced 
to  use  spaces  intended  for  use  of  and  assigned  to  officers  shall  not  prevent  the  inclusion  of  such 
spaces  in  the  deductions,  but  in  general  no  deductions  are  to  be  made  for  spaces  assigned  to 
the  accommodation  of  passengers. 

4.  Definition  of  passengers. — The  admiral,  his  chief  of  staff,  and  flag  lieutenant  shall  be 
considered  passengers,  as  shall  also  officers,  enlisted  men,  or  other  persons  who  may  be  aboard 
of  but  not  assigned  to  duty  with  a  transport,  hospital  ship,  etc.,  i.  e.,  all  persons  not  duly  in- 
scribed on  the  ship's  list  are  passengers. 

5.  Cargo  or  stores  in  quarters. — Every  space  occupied  by  officers  or  crew  as  living  spaces  or 
appropriated  for  their  use  and  deducted  therefor  shall  be  kept  free  from  stores  and  merchan- 
dise of  any  kind,  not  being  the  personal  property  of  those  occupying  such  spaces,  and  no  pas- 
sengers shall  be  accommodated  therein. 

6.  Definition  of  cargo. — On  ships  of  war  the  term  "cargo"  shall  include  armament,  ammu- 
nition, and  military  and  naval  equipment;  on  transports,  food,  stores,  luggage,  accouterments, 
and  equipment  for  passengers;  on  hospital  ships,  food  stores  for  passengers,  medical  stores, 
and  hospital  equipment;  on  colliers,  cargo  coal  and  coaling  gear;  on  repair  ships,  tools,  parts 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  459 

for  rejiairs  and  repair  equipment;  on  ammunition  ships,  arms,  ammunition,  etc.;  supply  and 
refrigerator  ships,  cargo  stores,  etc.;  tank  steamers,  cargo  fuel  oil;  and  on  distilling  ships, 
distilling  machinery  and  distilled  water. 

7.  Crew's  berthing  spaces. — The  deductions  for  crew's  spaces  are  governed  by  the  following 
principles:  When  the  greater  part  of  a  closed-in  space  is  occupied  by  the  mess  tables,  ham- 
mocks, and  men's  quarters,  its  entire  area,  after  omitting  ventilating  shafts,  if  any,  cabins, 
companion  ways,  etc.,  is  to  be  deducted  from  the  gross  tonnage:  Provided,  Such  parts  of  the 
space  as  are  not  occupied  by  mess  tables,  hammocks,  etc.,  are  not  of  such  dimensions  as  to  be 
avadable  for  other  purposes.  In  the  case  of  larger  spaces,  serving  other  purposes  than  as 
living  quarters  for  the  crew,  e.  g.,  for  gun  and  torpedo  armaments  and  in  which  hammocks 
and  mess  gear  are  distributed  over  the  whole  space,  only  that  part  is  to  be  considered  crew's 
space  which  is  occupied  by  mess  gear,  hammocks,  and  crew's  gear,  inclusive  of  the  space  required 
for  the  use  of  the  tables  and  benches.  In  general,  only  such  portions  of  crew's  spaces  as  are 
actually  occupied  and  used  by  crew  shall  form  the  crew's  deduction. 

8.  Crew's  spaces  not  fitted  for  berthing. — When  spaces  are  occupied  by  lockers,  mess  tables 
or  other  gear  for  the  crew,  but  are  not  fitted  for  berthing,  they  shall  form  a  part  of  the  crew's 
deduction,  provided  they  are  used  for  no  other  purpose  than  the  crew's  accommodation. 

9.  Crew's  spaces  on  open  decks. — When  crew's  hammocks  are  swung  on  open  or  under 
shelter  decks,  as,  for  instance,  under  bridges,  etc.,  open  at  sides  or  ends,  no  deductions  shall 
be  made  unless  the  spaces  in  which  such  accommodations  exist  have  been  previously  included 
in  the  gross  figure. 

10.  Hammock  houses  and  hammock  berthing  for  crew. — Hammock  houses  and  hammock 
berthing  which  is  closed  or  readily  closed  shall  form  a  part  of  the  crew's  berthing  deduction, 
provided,  however,  such  spaces  shall  have  first  been  included  in  the  gross  tonnage. 

11.  Stewards,  cooks,  and  messmen. — Passengers'  stewards,  cooks,  and  messmen  are  not 
considered  part  of  the  crew  on  passenger  steamers.  On  troop  ships,  transports,  or  other  naval 
auxiliaries  stewards,  etc.,  who  are  regularly  listed  on  the  ship's  complement  may  be  deducted 
for,  even  though  at  times  used  hi  the  service  of  passengers,  but  in  cases  where  such  service  of 
passengers  is  performed  by  servants  shipped  for  the  purpose  no  deduction  shall  be  made. 

On  warships  (which  invariably  carry  no  passengers  except  official  representatives  of  the 
Government)  the  messmen,  etc.,  shall  be  considered  as  forming  a  part  of  the  crew,  and  their 
spaces  shall  be  deducted  for. 

12.  Captain's  quarters. — The  captain's  quarters  when  below  decks  are  not  to  be  deducted 
foV,  and  when  above  decks  only  such  portion  thereof  as  is  used  as  a  chart  room  is  to  form  a 
deduction  even  though  permitted  as  a  deduction  in  the  register  tonnages  of  some  nations. 

13.  Passages  and  officers'  country. — Where  open  spaces,  known  as  country  or  passage, 
are  fitted  with  hammock  hooks,  lockers,  etc.,  for  the  use  of  officers  or  crew  they  shall  be  deduct- 
ible as  berthing  spaces,  but  otherwise  such  spaces  shall  form  no  part  of  the  deduction. 

14.  Galleys,  bakeries,  sculleries,  and  pantries. — Under  the  heading  of  "Cookhouse  deduction" 
the  galleys,  bakeries,  sculleries,  and  pantries,  except  spaces  especially  assigned  to  the  command- 
ing officer  or  fleet  officers,  may  be  included,  provided  they  are  used  in  the  preparation  of  food 
for  persons  duly  inscribed  on  the  ship's  list.  Galleys,  etc.,  for  the  accommodation  of  passengers 
will  not  be  deducted. 

15.  Bathrooms,  lavatories,  etc. — All  latrines,  lavatories,  bathrooms,  showers,  urinals,  and 
water-closets  shall  be  deducted  for,  except  those  provided  for  the  use  of  the  captain  or  fleet 
officers  and  those  assigned  to  passengers. 

16.  Mess  rooms. — All  mess  rooms  provided  for  persons  duly  inscribed  on  the  ship's  list, 
except  the  captain  or  fleet  officers,  shall  form  deductible  space,  but  no  passengers'  mess  rooms 

shall  be  deducted. 

17.  Sick  bay,  dispensary,  and  sick  bay  bath. — Any  spaces  provided  for  the  medical  attention 
of  the  officers  and  crew  of  a  ship  are  to  form  a  part  of  the  deductions  thereon,  but  in  the  case  of  a 
hospital  ship  having  spaces  fitted  for  the  transportion  or  treatment  of  others  than  those  duly 
listed  on  the  ship's  complement  no  such  deductions  shall  be  made  therefor. 


460  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

18.  Doctor  and  medical  attendants. — The  accommodation  for  the  doctors,  apothecary,  and 
sick  attendants  shall  form  a  part  of  the  deductions  even  in  cases  of  hospital  ships  when  they  are 
duly  inscribed  on  the  ship's  list. 

19.  Spaces  for  working  ship. — The  windlass  house,  steering-gear  space,  conning  towers, 
lookout  houses,  pilot  houses,  capstan  spaces,  signal  spaces,  wireless  rooms,  etc.,  shall  be  deducted 
when  located  above  the  deck  covering  the  highest  'tween  deck,  or  when  perhaps  under  a  simple 
shelter  deck,  but  when  below  decks  such  spaces  are  not  to  be  deducted. 

20.  Donkey  boiler  and  engine. — The  donkey  boiler  and  engine,  when  in  an  inclosed  space 
above  decks,  and  when  connected  up  with  any  or  all  of  the  auxiliaries — for  instance,  pumps, 
steering  gear,  anchor  gear,  windlass,  capstan,  etc. — is  to  be  deducted,  but  when  also  used  for  the 
purpose  of  hoisting  cargo,  as  in  some  merchant  ships,  it  does  not  form  deductible  space,  except 
in  the  case  of  men-of-war  or  troop  ships,  which  do  not  carry  cargo  for  commercial  purposes. 
(See  also  No.  36,  p.  461.) 

21.  Steering-engine  and  windlass-engine  spaces. — The  spaces  for  the  steering  and  windlass 
engines,  etc.,  are  to  form  a  part  of  the  miscellaneous  deductions  for  working  the  ship,  provided 
they  are  situated  above  the  uppermost  deck;  and  if  located  in  open  space  and  not  bulkheaded 
off  a  maximum  space  of  3  feet  on  each  side  for  access  and  attendance  will  be  permitted. 

22.  Signal  spaces  and  lamp  room. — Signal  towers  or  inclosed  signal  stations  above  decks 
may  be  deducted  when  used  only  for  signals  or  signal  apparatus  connected  with  the  ship,  and 
when  the  lamp  room  is  above  and  used  for  signal  lamps  only  the  same  may  be  deducted  under 
this  heading. 

23.  Ballast  tanks. — Peak  tanks  and  side  ballast  tanks  are  in  no  case  to  be  deducted  from  the 
gross  tonnage,  although  such  deductions  are  permitted  in  the  national  tonnages  of  several  coun- 
tries, but  in  certain  cases  topside  tanks  form  exempted  space.     (See  also  par.  14,  p.  452.) 

24.  Sail  rooms  and  boatswain's  stores. — Sail  rooms  and  boatswain's  stores  do  not  form 
deductible  spaces  under  these  regulations,  even  though  they  be  deducted  for  under  the  national 
tonnages  of  the  several  countries. 

25.  Cleaning-gear  spaces. — The  places  provided  for  the  stowage  of  deck  gear  and  other 
articles  used  in  cleaning  the  ship  are  not  to  form  a  part  of  the  deductions  under  these  rules. 

26.  Laundry,  ice-machine,  and  refrigerator  spaces. — Laundries,  ice-machines,  and  refrigerator 
spaces  are  not  to  form  a  part  of  the  deductions  under  these  rules,  even  though  provided  only  for 
the  officers  and  crew. 

27.  Offices  and  storerooms. — Offices  provided  on  a  ship  for  the  transaction  of  routine  busi- 
ness, except  perhaps  the  doctor's  office,  are  not  to  be  deducted  for;  and  no  storerooms  are  to  form 
a  deduction,  except  possibly  the  navigator's  and  signal  storerooms,  and  then  only  when  above 
decks. 

28.  Prisons  and  band  rooms. — Prisons  and  band  rooms  do  not  form  deductible  space,  except 
when  fitted  up  for  the  berthing,  messing,  or  living  quarters  of  the  band,  in  which  case  a  deduc- 
tion may  be  made  for  such  portions  thereof  as  are  so  used. 

29.  Propelling-power  deduction. — In  ascertaining  the  amount  of  deduction  for  propelling 
power,  whichever  of  the  rules  (a)  or  (6)  produces  the  greater  deduction  for  propelling  power 
shall  be  used. 

(a)  (The  Danube  rule.)  The  actual  engine,  boiler,  shaft  alley,  and  light  and  air  spaces  as 
measured  plus  75  per  cent  of  these  spaces  for  screw  steamers,  and  plus  50  per  cent  for  paddle 
steamers;  or 

(b)  The  actual  measurement  of  the  above  spaces  plus  the  actual  measurement  of  the  per- 
manent bunkers  which  can  not  be  extended  or  increased  in  size. 

30.  Motive  power  other  than  steam. — In  ships  provided  with  motive  power  other  than 
steam  the  machinery  spaces  shall  be  figured  and  deducted  as  in  steam-propelled  vessels. 

31.  Goods  or  stores  in  machinery  spaces. — No  goods  or  stores  shall  be  carried  in  any  spaces 
measured  and  deducted  for  propelling  power;  but  spare  parts,  tools,  oil,  waste,  and  the  like  may 
be  carried  in  machinery  spaces,  provided  they  are  not  within  bulkheaded  spaces,  separated  off 
from  the  machinery  space  proper. 


MEASUREMENT    OF   VESSELS   FOB   PANAMA   CANAL.  461 

32.  Cabins  or  storerooms  in  machinery  spaces. — When  cabins,  engineers'  storerooms,  etc., 
are  located  in  machinery  spaces,  they  shall  not  form  a  part  of  the  propelling-power  deductions, 
but  shall  be  omitted  therefrom. 

33.  Engineers'  workshop,  dynamos,  and  distillers. — The  engineers'  workshop,  dynamos,  and 
distillers  are  not  to  form  a  part  of  the  propelling-power  deductions  in  a  steamship,  unless  located 
directly  in  a  machinery  space  and  not  bulkheaded  off  therefrom;  but  when  a  distiller  is  used 
only  for  the  preparation  of  potable  water  for  the  crew  and  not  used  for  making  steaming  » 
water  the  space  therefor  may  be  deducted  under  the  5  per  cent  reserve  clause  for  miscellaneous 
spaces. 

34.  Crank  pits  and  pockets. — All  crank  pits,  pockets,  etc.,  for  mam  and  auxiliary  machinery 
in  the  engine  and  boiler  rooms  shall  form  a  part  of  the  propelling-power  deductions. 

35.  Auxiliary  machinery  in  propelling-power  spaces. — When  auxiliary  machinery  is  located 
in  the  propelling-power  spaces,  it  shall  be  included  in  the  deduction  for  the  propelling  power, 
but  shall  not  be  entitled  to  a  separate  deduction  under  any  other  head. 

36.  Donkey  boiler  in  propelling  space. — If  the  donkey  engine  and  boiler  are  within  the 
boundary  of  the  machinery  space,  and  are  used  in  connection  with  the  main  machinery,  they 
are  to  be  included  in  the  propelling  power  deduction,  and  the  space  occupied  by  them  shall  not 
be  entitled  to  a  separate  deduction  in  addition. 

37.  Machinery  or  fittings  in  fidleys. — Whenever  machinery  or  fittings  are  located  in  the 
engine  or  boiler  room  uptake  casings,  and  no  bulkhead  incloses  them  except  the  casings 
bulkhead,  the  whole  or  entire  volume  of  these  uptake  spaces  shall  form  a  portion  of  the 
deduction  for  propelling  power,  but  when  the  auxiliary  machinery  is  bulkheaded  off  from  the 
rest  of  the  space,  such  portions  as  may  have  been  inclosed  for  such  machinery  or  fittings  shall 
not  form  a  portion  of  the  propelling  power  deduction. 

38.  Engine  and  fireroom  blower. — When  blowers  for  machinery  spaces  are  located  in,  or 
are  in  a  compartment  adjacent  to,  the  machinery  spaces,  they  shall  form  a  part  of  the  ma- 
chinery deduction  of  the  ship;  in  general,  all  spaces  for  the  ventilation  of  machinery  compart- 
ments situated  below  the  upper  deck  are  considered  as  forming  a  part  of  the  propelling  power 
deduction. 

39.  Air  casings. — When  machinery  spaces  are  fitted  with  air  casings,  the  air  spaces  are  to 
be  included  in  the  propelling  power  deductions  as  thej  form  part  of  the  ventilation  of  such 
spaces. 

40.  Light  and  air  casing  not  extending  to  top  of  inclosed  space. — Whenever,  in  the  case  of  an 
otherwise  inclosed  superstructure,  large  but  readily  closed  openings,  surrounding  the  funnels, 
are  provided  in  the  cover  deck,  and  the  entire  volume  of  such  space  is  figured  in  the  gross 
tonnage,  only  such  portions  of  the  light  and  air  casings  from  the  boiler  and  engine  rooms  as 
may  actually  extend  into  such  spaces  shall  be  figured  in  the  propelling  power  deduction,  even 
though  such  casings  do  not  extend  up  to  the  cover  deck  but  stop  at  or  in  proximity  to  the 
deck  below  such  cover  deck. 

41.  Light  and  air  spaces  above  decks. — All  portions  of  light  and  air  spaces  to  propelling 
machinery  up  to  the  gratings  or  plates  covering  them  are  to  be  included  in  the  machinery 
deduction,  even  such  portions  as  extend  above  the  deck  inclosure,  provided  they  have  been 
included  in  the  gross  tonnage. 

42.  Movable  bunkers. — When  the  "Danube  rule"  is  not  used,  but  actual  bunker  space 
as  well  as  actual  machinery  is  measured  and  deducted,  the  bunkers  are  to  be  measured  sepa- 
rately and  added  together,  but  none  are  to  be  included  in  such  deductions  which  can  in  any 
way  be  extended  or  increased  in  volume  by  the  means  of  movable  partitions  or  bulkheads. 

43.  Methods  of  taking  measurements  in  bunkers. — When  using  actual  volume  of  bunkers 
for  fuel  deductions,  the  measurements  are  to  be  taken  to  the  under  side  of  deck  and  inside  of 
frames  and  not  to  under  side  of  beams  and  outside  of  frames  as  are  required  in  standard 
bunker  capacities. 

44.  Coal  trunks. — All  fixed  coal  trunks  shall  be  considered  as  having  been  included  in  the 
75  per  cent  space  deduction  for  fuel,  when  using  the  "Danube  rule,"  but  when  the  actual 


462  MEASUREMENT    OF   VESSELS   FOE   PANAMA   CANAL. 

capacity  of  the  fuel  spaces  is  used,  the  coal  trunks  and  chutes  are  to  be  figured  and  added 
thereto,  as  forming  a  part  of  the  fuel  space. 

45.  Fuel  oil  tanks. — When  part  of  the  double  bottom  is  fitted  up  for  the  carrying  of  oil  fuel 
for  the  ship's  fires  in  an  ordinary  coal  burning  vessel,  no  deduction  shall  be  made  for  such  space, 
since  it  is  exempted  space  not  measured  for  gross  tonnage,  but  in  cases  of  oil-burning  ships  the 
fuel  tanks  thereof,  except  double-bottom  tanks,  shall  be  considered  as  fuel  compartments 
and  figured  in  the  propelling  power  deduction  similarly  to  coal  bunkers. 

46.  Shaft  tunnels  with  a  raised  flat  under. — The  deductions  for  shaft  alle3Ts  in  cases  where  a 
shaft  alley  flat  is  fitted  above  the  inner  or  outer  bottom  plating,  should  not  include  the  space 
below  such  flat,  but  should  be  measured  only  to  the  floor  plates  thereof,  provided  such  plates, 
although  nonwater-tight,  form  a  complete  floor  for  the  compartment.  In  other  cases  figure  to 
the  bottom  of  the  compartment  as  if  the  incomplete  flat  were  not  fitted. 

47.  Shaft  tunnels  not  clearly  defined. — When  shaft  tunnels  are  not  clearly  defined  by  bulk- 
heads and  the  ship  is  more  or  less  open,  only  such  portions  as  are  necessary  about  the  shaft  and 
thrust  block  shall  constitute  a  deduction.  The  thrust  block  space  should  be  taken  of  such 
length  and  breadth  as  to  admit  of  a  man's  getting  around  it  to  remove  the  holding  down  bolts, 
and  the  height  shall  not  exceed  7  feet  except  when  more  space  is  absolutely  necessary.  The 
shaft  space  need  not  exceed  6  feet  headroom  and  3  feet  passage  on  one  side  with  clearance  on  the 
other  side.  When  the  ship  is  open  from  side  to  side  and  the  space  abaft  the  engine  room  through 
which  the  shafts  pass  is  used  for  cargo  stores,  etc.,  no  deduction  shall  be  made. 

METHOD    OF    PROCEDURE. 

In  figuring  the  Suez  tonnage  of  any  vessel  the  mode  of  procedure,  after  the  necessary 
finished  plans,  lines  and  mold  loft  dimensions  are  in  hand,  shall  be  as  follows: 

1.  Ascertain  what  spaces  are  exempt  from  measurement,  if  there  are  any,  and  what  deck 
constitutes  the  tonnage  deck. 

2.  Make  sketch  of  stem  and  stern  contours  and  obtain  the  below  and  'tween  deck  lengths. 

3.  Lay  out  below  and  'tween  deck  sections  at  the  proper  stations  and  figure  offsets  and 
heights  thereon  as  may  be  necessary  for  obtaining  areas. 

4.  Calculate  the  below  deck  volume,  omitting  exempted  spaces,  and  including  necessary 
appendages. 

5.  Figure  volume  of  'tween  deck  spaces  from  areas  found. 

6.  Figure  deck  erections  coming  within  the  requirements,  from  detail  sketches  if  necessary. 

7.  Obtain  volume  of  hatches  in  excess  of  J  of  1  per  cent  of  above  spaces. 

8.  From  above  volumes  obtain  the  ''Gross  Suez  Canal  tonnage." 

9.  Determine  volume  of  the  spaces  assigned  to  crew's  and  officers'  berthing  and  also 
such  other  miscellaneous  spaces  as  may  be  properly  deductible  up  to  5  per  cent  of  the  gross 
figure,  and  deduct  the  same. 

10.  Lay  out  such  sketches  as  may  be  necessary  and  calculate  the  volume  of  the  machinery 
spaces. 

11.  Determine  from  the  types  and  capacities  of  the  several  bunkers  whether  the  "Danube 
rule"  or  actual  bunker  capacity  is  to  be  used  in  the  propelling  power  deduction. 

12.  Obtain  the  propelling  power  deduction  up  to  a  maximum  figure  of  50  per  cent  of  the 
gross  tonnage. 

13.  Deduct  the  propelling  power  figure  from  that  found  after  deducting  for  berthing,  etc., 
and  secure  the  "Net  Suez  Canal  tonnage." 

14.  Prepare  a  certificate  in  accordance  with  the  above  figures,  after  checking  same,  and 
issue  such  certificate  to  the  ship. 

15.  Record  certificate  in  tonnage  book  and  file  actual  calculations. 


MEASUREMENT   OF   VESSELS  FOE  PANAMA  CANAL. 


463 


CLASSIFICATION    OF    ITEMS    UNDER    THEIR    PROPER    HEADINGS    IN    THE    CERTIFICATE. 

1.  Gun  turrets  and  barbettes  are  to   appear  under  the  heading  "Roundhouses"   when 
entering  volumes  in  the  certificate. 

2.  Closed  hammock  berthing   (when  above  decks)  shall  be  included  under  the  heading 
"Side  houses." 

3.  Light  and  air  spaces  to  machinery  (when  extending  above  decks)  shall  appear  under 
"Spaces  necessary  for  working  the  ship." 

4.  "Berthing  accommodations  of  crew"  is  to  include  only  berthing  and  messing  spaces 
therefor. 

5.  "Berthing  accommodations  of  officers"  is  to  include  staterooms,  doctor's  cabin,  and 
officers'  mess  rooms,  bathrooms,  lavatories,  water-closets,  etc. 

6.  The  miscellaneous  deductions  are  to  include  galleys,  crew's  water-closets    and    wash 
rooms,  sick  bays,  and  such  properly  deductible  spaces  as  may  be  necessary  for  working  the  ship. 

7.  The  "Engine  room  as  measured"  shall  include  that  portion  of  "light  and  air  spaces  for 
machinery"  which  extends  above  decks. 

RESUME. 

The  gross  tonnage  for  the  Suez  Canal  shall  include: 

A.  1.  Space  below  the  tonnage  deck,  except  exempted  space. 

2.  Space  forward  of  number  one  ordinate,  in  the  bow. 

3.  Space  abaft  the  last  ordinate,  in  the  stern. 

B.  Space  between  decks,  above  tonnage  deck. 

C.  Spaces  above  uppermost  complete  deck  (if  closed  in  or  readily  closed)  as  follows: 


1.  Poop. 

2.  Bridge  space. 

3.  Forecastle. 

4.  Turtlebacks  and  hoods. 

5.  Breaks  in  decks. 

6.  Turrets. 

7.  Barbettes. 

8.  Gun  sponso  s. 

9.  Gun  housings. 

10.  Torpedo  housings. 

11.  Ammunition  hoists. 

12.  Range-finding  stations. 

13.  Directing  stations. 

14.  Engineer's  workshops. 

15.  Carpenter  shop. 

16.  Blacksmith  shops. 

17.  Laundries. 
IS.  Drying  rooms. 

19.  Ice  machine  spaces. 

20.  Dynamo  rooms. 

21.  Distiller  rooms. 

22.  Conning  towers. 

23.  Signal  towers. 

24.  Lookout  houses. 

25.  Lamp  rooms. 

26.  Pilothouses. 

27.  Steering-gear  spaces. 

28.  Steering-engine  rooms. 

29.  Windlass  houses. 


30.  Cham  lockers. 

31.  Winch  houses. 

32.  Capstan  houses. 

33.  Donkey  engine  and  boiler  houses. 

34.  Chart  houses. 

35.  Closed  steering  screens. 

36.  Wireless  rooms. 

37.  Searchlight  houses. 

38.  Storerooms. 

39.  Prisons. 

40.  Band  rooms. 

41.  Deck-gear  spaces. 

42.  Offices. 

43.  Staterooms. 
44.- Mess  rooms. 

45.  Saloons. 

46.  Smoking  rooms. 

47.  Companion  houses. 

48.  Hammock  houses. 

49.  Hammock  berthing. 

50.  Crew's  quarters. 

51.  Officers'  quarters. 

52.  Captain's  quarters. 

53.  Admiral's  quarters. 

54.  Fleet  staff's  quarters. 

55.  Passengers'  quarters. 

56.  Servants'  quarters. 

57.  Sick  bay. 

58.  Dispensary. 


464 


MEASTJEEMENT    OF   VESSELS   FOE   PANAMA   CANAL. 


59. 
60. 
61. 
62. 
63. 
64. 
65. 
66. 
67. 
68. 


Medical  attendants'  quarters. 

Galleys. 

Bakeries. 

Pantries. 

Sculleries. 

Water-closets. 

Urinals. 

Latrines. 

Bathrooms. 

Showers. 


69.  Lavatories. 

70.  Wash  rooms. 

71.  Water-tank  compartments. 

72.  Cofferdams. 

73.  Cargo  spaces. 

74.  Light  and  air  spaces  for  machinery. 

75.  Coal  bunkers  and  trunks. 

76.  Cargo  hatches  in  excess  of  one-half  of  one 

per  cent  gross. 


The  following  spaces  are  exempted  from  measurement: 


1.  The  double  bottoms,  except  peak  tanks. 

2.  Side  ballast  tanks,  provisionally. 

3.  Masts  above  decks. 

4.  Vents  and  cowls  above  decks. 

5.  Open  steering  screens. 

6.  Companion  hatches. 


7.  Skylights. 

8.  Tanks  on  deck,  not  part  of  hull  structure. 

9.  Lockers  on  deck,  not  part  of  hull  structure. 

10.  Spaces  under  open  shelter  decks. 

11.  Spaces  for  "deck  loads." 

12.  Spaces  not  inclosed  or  readily  inclosed. 


The  following  spaces  may  be  deducted  in  securing  the  net  tonnage,  up  to  a  maximum  of  5 
per  cent  of  the  gross:        «  , 


A.  Only  if  above  deck — 

1.  Navigator's  storeroom. 

2.  Conning  towers. 

3.  Lookout  houses. 

4.  Signal  houses. 

5.  Pilot  houses. 

6.  Closed  steering  screens. 

7.  Windlass  houses. 

8.  Cham  lockers. 

9.  Winch  houses. 

10.  Capstan  houses. 

11.  Donkey   boiler   and   engine  spaces, 

provisionally. 

12.  Chart  houses. 

13.  Steering-gear  spaces. 

14.  Steering-engine  rooms. 

15.  Wireless  houses. 

16.  Searchlight  spaces. 

17.  Lamp  rooms  for  signals. 

B.  Whether  situated  above  or  below  decks — 

1.  Crew's   berthing   and   messing   and 

living  spaces  wherever  located. 

2.  Officers'  berthing  and  messing  and 

living  spaces  wherever  located. 

3.  Cooks',     servants',     etc.,     quarters, 

provisionally. 

4.  Doctors',  medical   attendants',  and 

apothecary's  quarters. 

5.  Sick  bays,  except  on  hospital  ship. 

6.  Dispensaries,     except    on    hospital 

ship. 


B. 


-Con. 


10. 


11. 


cap- 


cap- 


cap- 


cap- 


,  Whether  situated  above  or  below  decks- 

7.  Doctors'  offices. 

8.  Galleys,    except    passengers', 

tarn's,  and  fleet  officers'. 

9.  Bakeries,    except    passengers', 

tain's,  and  fleet  officers.' 
Pantries,    except   passengers', 

tain's,  and  fleet  officers'. 
Sculleries,  except  passengers', 

tain's,  and  fleet  officers'. 

12.  Mess  rooms,  except  passengers',  cap- 
tain's, and  fleet  officers'. 

13.  Water-closets,    except    passengers', 
captain's,  and  fleet  officers'. 

14.  Urinals,    except    passengers', 
tain's,  and  fleet  officers'. 

15.  Latrines,    except   passengers', 
tain's,  and  fleet  officers'. 

16.  Bathrooms,  except  passengers',  cap- 
tain's, and  fleet  officers'. 

17.  Showers,    except   passengers',    cap- 
tain's, and  fleet  officers'. 

18.  Lavatories,  except  passengers',  cap 
tain's,  and  fleet  officers'. 

19.  Wash  rooms,  except  passengers',  cap- 
tain's, and  fleet  officers'. 

20.  Hammock  berthing. 

21.  Hammock  houses. 

22.  Condenser  space — crew's  drink  only. 


cap- 


cap- 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


465 


The  following  spaces  shall  not  form  a  part  of  the  deductions  from  the  gross,  which  are  under 
the  restriction  of  the  5  per  cent  clause: 


1.  Turrets. 

2.  Barbettes. 

3.  Gun  sponsons. 

4.  Gun  and  torpedo  housings. 

5.  Ammunition  hoists. 

6.  Range-finding  and  directing  stations. 

7.  Armories. 

8.  Workshops. 

9.  Ice-machine  spaces. 

10.  Dynamo  rooms. 

11.  Distiller  spaces,  except  as  above. 

12.  Laundries. 

13.  Drying  rooms. 

14.  Cargo-hoist  spaces. 

15.  Open  steering  screens. 

16.  Storerooms. 

17.  Boatswains'  stores. 

18.  Sailrooms. 

19.  Prisons. 

20.  Band  rooms  (unless  quarters). 

21.  Deck  gear  spaces. 

22.  Offices. 

23.  Water-tank  compartments. 

24.  Peak  tanks. 

25.  Topside  tanks. 

26.  Cofferdams. 


27.  Cargo  spaces. 

28.  Captain's  quarters,  except  chart  rooms. 

29.  Admiral's  quarters. 

30.  Fleet  staff's  quarters. 

31.  Passengers'  quarters. 

32.  Passengers'  servants'  quarters. 

33.  Passengers'  luggage  rooms. 

34.  Passengers'  water-closets,  lavatories,  etc. 

35.  Passengers'  mess  rooms  and  saloons. 

36.  Smoking  rooms. 

37.  Companion  houses. 

38.  Hospitals    and    dispensaries    on    hospital 

ships. 
'39.  Engineers'  machine  shops. 

40.  Refrigerator  spaces. 

41.  Cargo  spaces. 

42.  Passages. 

43.  Open  country. 

44.  Double  bottoms. 

45.  Masts. 

46.  Vents  and  cowls. 

47.  Companion  hatches. 

48.  Skylights. 

49.  Open  spaces  for  deck  loads. 

50.  Spaces  under  shelter  decks. 


The  following  spaces  shall  be  included  in  the  propelling  power  deduction,  the  total  of  which 
shall  not  exceed  50  per  cent  of  the  gross  tonnage: 


1.  Engine  room. 

2.  Crank  pits. 

3.  Pump  pockets  in  machinery  spaces. 

4.  Air  locks. 

5.  Vent    spaces    and    trunks    for    machinery 

spaces. 

6.  Boder  rooms. 

7.  Blower  rooms  for  forced  draft. 

8.  Shaft  alleys. 

9.  Thrust  block  pockets. 

10.  Donkey  boder    and    engine  spaces,  provi- 

sionally. 

11.  Fidleys. 

12.  Light  and  air  spaces  above  decks. 


13.  Air  casings,  for  insulation,  if  within  ma- 

chinery spaces. 

14.  Auxdiary  machinery  spaces  in  main  ma- 

chinery compartments. 

15.  Coal  spaces. 

(a)  Actual  capacity  of  bunkers  and  trunks 

thereto. 
(6)   75  per  cent  machinery  space  for  screw 

steamers  or  50  per  cent  for  paddle 

steamers. 

16.  Fuel  od,  in  other  than  double  bottom  com- 

partments which  are  exempt  from  meas- 
urement in  gross. 


The  following  spaces  are  not  to  form  part  of  machinery  deduction  when  bulkheaded  off 
from  machinery  space  proper,  or  forming  a  separate  space  therefrom: 

1.  Dynamo  rooms.  5.  Donkey  engine  and  boder  when  not  in  or 

2.  Distdler  spaces.  immediately    adjacent    to       machinery 

3.  Engineers'  workshop.  spaces. 

4.  Storerooms  in  machinery  spaces.  6.  Staterooms  in  machinery  spaces. 


INDEX. 


A. 

Page. 

Access  trunks 455 

Accomodations  for  passengers 456,  458 

Accuracy  of  measurements 449 

Air  casings  in  machinery  spaces 461 

Alteration  of  certificates 448 

Ammunition  hoists 455 

Apothecary,  accommodation 460 

Areas  of  sections 450 

Auxiliary  machinery,  in  propelling  power  spaces •  461 

Awning  decks 449,  455 

B. 

Bakery 459 

Ballast  tanks 454,  460 

Band  rooms 460 

Barbettes 455,  463 

Bathrooms ' 456,  459 

Bathrooms,  passengers ' 456 

Battens,  spaced  apart 453 

Beam,  spring  of 453 

Berthing,  hammock,  closed 455 

Berthing,  open  hammock 455 

Berthing  spaces,  definition  of  crew's 459 

Berthing  spaces  open 455,  459 

Between-deck  heights 451,  454 

Between-deck  lengths 451,454 

Between-deck  tonnage 451 

Blowers  in  machinery  spaces 461 

Boatswain's  stores 460 

Boiler  rooms 457 

Breadths,  half 450,  453 

Breadths  on  sections,  lowest 453 

Break  decks,  method  of  measuring 453 

Break,  definition  of 453 

Breaks 451 

Breaks  in  inner  bottom 453 

Breaks  in  topside „ 454 

Breaks,  laden  ships 452 

Bunkers: 

Method  of  measuring 461 

Movable 457,  461 

Permanent 457,  460,  461 

C. 

Cabin,  captains' • 456 

Calculations,  preservation  of 448,  462 

Capstan  spaces 460 

Captain 's  quarters 456,  459 

Cargo,  definition  of 458 

Ceiling 450,  453,  455 

Ceiling,  absence  of 453 

Cellulose 454 

Cement,  in  tonnage  spaces 454 

467 


468  MEASUREMENT  OF  VESSELS  FOR  PANAMA  CANAL. 

Certificates:  Page. 

Alteration  of 448 

Preparation  of 448,  463 

Record  of 448,463 

Certificates  to  contain  details  of  measurement 449 

Certification  of  spaces 449 

Changes,  remeasurement  due  to 448 

Chart  house 456 

Classification  for  divisions  of  length 450 

Cleaning  gear  spaces 460 

Closed-in  spaces 451,  456,  463 

Closed-in  spaces,  definition  of 449,  454 

Closed-in  spaces  for  working  ships 456,  458 

Closed-in  spaces,  laden  ships 452 

Closed-in  spaces,  openings  in 449,  455 

Coal  bunkers 457 

Coal  bunkers,  choice  of  rule  for 458 

Coal  bunkers,  deductions  for 457 

Coal  bunkers,  fixed 457 

Coal  bunkers,  movable 457 

Coal  trunks 461 

Cofferdams 454 

Companion  hatches 455 

Companion  houses 455 

Complete  decks 453 

Conning  towers 455,  460 

Cook  houses,  galleys 456,  459 

Cooks,  passengers' 459 

Country,  officers' '..      459 

Cowls 455 

Crank  pita 461 

Crew's  spaces 456,  459 

Crew's  spaces  on  open  decks 459 

Crew's  spaces,  other  than  berthing 459 

Cubic  meters  to  tons,  ratio  of 449 

D. 

Danube  rule 460 

Deck,  definition  of  tonnage 449 

Deck  erections 455 

Deck  gear  spaces 460 

Deck  houses 451 

Deck  houses,  laden  ships 452 

Deck  loads 449,  454 

Decks,  awning 449 

Decks,  shelter 449 

Deductible  spaces , 458,  464 

Deductible  spaces,  requirements  for 458 

Deduction,  definition  of  machinery 457 

Deduction,  limit  of  coal  bunker 457,  460 

Deduction,  measurement  of  machinery 457,  458 

Deduction,  not  to  exceed  5  per  cent 456,  464 

Deductions  for  quarters 458 

Deductions,  general  and  special 456 

Deductions,  limit  of  machinery 457,  465 

Deductions,  machinery 457,  465 

Deductions,  miscellaneous 456, 463 

Deductions,  propelling 457, 460,  465 

Deductions,  spaces  not  to  be  included  in 465 

Depths,  method  of  taking 450 

Dispensary 459 

Distiller  room 461 

Doctor's  accommodations 460 

Doctor's  cabin 456 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  469 

Page. 

Doctor's  office 460 

Donkey  boiler   460, 461 

Donkey  engine 460 

Double  bottoms 452, 454 

Drawings,  preservation  of 448 

Dynamo  room 461 

E. 

Engineer's  workshop 461 

Engine  rooms 457 

Erections,  dimensions  of 455 

Erections  of  irregular  form,  deck 455 

Erections,  open,  deck 455 

Erections,  permanent 455 

Exempted  spaces 464 

Exempted  spaces,  enumeration  of 449 

Exempted  spaces,  use  of  for  profit 452 

Extent  of  spaces,  reasonable 449 

F. 

Factors,  for  laden  ships 452 

Factors  for  Rule  II 452 

Features  not  covered  by  rules 448 

Feed-water  tanks 454 

Floors,  vise  of 453 

Forecastle,  length  of 454 

Foreign  certificates,  remeasurement  of  ships  with 448 

Fuel-oil  tanks 454,462 

Fulfilment  of  requirements 449 

G. 

Galleys 456,  459,  463 

General  deductions • 456,  464 

Girting 452 

Gross  tonnage,  definition  of ! 449 

Gross  tonnage,  spaces  included  under 463 

Gunports 454 

Gun  sponsons 454 

H. 

Half  breadths 450 

Half  breadths  at  side 453 

Hammock  berthing 455, 459 

Hammock  berthing,  closed 455, 459, 463 

Hammock  berthing,  open 455 

Hammock  houses 455, 459 

Hatches,  coal 455 

Hatches,  companion 455 

Hatches,  method  of  measuring 452 

Hatches,  trunked  down 455 

Heights,  below  deck 450 

Heights  between  decks 451,  454 

Hospital  ship,  sick  bay 459 

I. 

Ice-machine  spaces *. 460 

Inner  bottom,  breaks  in 453 

Inner  bottom,  exemption  of .' 452 

Insulation,  breadths  to 453 

Irregular  sections 453 

Items  in  certificate,  classification  of 463 


470  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

L.  Page. 

Laden  ships,  method  of  measuring 451 

Laden  ships,  use  of  rules  for 448 

Lamp  rooms : 460 

Latrines .• 456,  459 

Laundries 460 

Lavatories 456 

Length  between  decks 451, 454 

Length,  classification  of  vessels  for 450 

Length  for  tonnage  sections,  divisions  of 450 

Length,  measurement  of 450 

Light  and  air  spaces  to  machinery 452,  455,  457,  458 

Light  and  air  casing  above  decks 461, 463 

Light  and  air  casings  between  decks 457,  461 

Limit  of  deduction,  5  per  cent 456,  464 

Lookout  houses 460 

Lowest  breadths 453 

M. 

Machinery  allowance  for  tugs 458 

Machinery  compartments,  ventilation  of 461 

Machinery  deduction,  definition  of 457 

Machinery  deduction,  limit  of 457 

Machinery  deduction,  measurement  of 457,  458 

Machinery  deductions 465 

Machinery  in  fidleys,  auxiliary 461 

Machinery  in  propelling-power  spaces,  auxiliary 461 

Machinery  spaces,  cabins  or  storerooms  in 460 

Machinery  spaces,  pockets  in 461 

Machinery  spaceB,  stores  in * 460 

Masts 455 

Measurement,  uniformity  of ; . .'. 447 

Measurements,  accuracy  of 449 

Measurements,  deviation  from  method  of  taking 449 

Measurements  from  plans 448 

Measurements,  method  of  taking 449 

Measurements,  of  sister  ships 448 

Measuring  laden  ships,  method  of 451 

Medical  attendance,  accommodation  for 460 

Mess  rooms 456,  459 

Mess  rooms,  passengers' 456,  459 

Messmen 459 

Messmen,  passengers' 459 

Method  of  procedure  in  calculation 462 

Method,  use  of  best,  adapted '. 449 

Motive  power  other  than  steam 460 

Movable  bunkers 457,  461 

N. 

Net  tonnage 455, 458,  464 

New  rules 448 

O. 

Office,  doctor's 460 

Officers'  spaces 456 

Offices 460 

Oil  tanks,  fuel 454,  462 

Open  berthing  spaces 455,  459 

Open  erections 455 

Open  vessels '.       452 

Openings  in  "closed  in  "  spaces 449 

Original  figures,  desirability  of  retaining 448 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  I  7  I 

P.  l'ase. 

Paddle  steamers,  propelling-power  deduction 460 

Pantries 459 

Partial  decks 453 

Passages 459 

Passengers'  accommodations 456.  45S.  459 

Passengers'  bathrooms 453 

Passengers,  definition  of 458 

Passengers'  mess  rooms 456,  45(1 

Peak  tanks 454. 460 

Penalty  for  use  of  exempted  and  deducted  spaces 452 

Permanent  bunkers 457,  460,  461 

Permanent  erections 455 

Pilot  house 455, 457, 460 

Plans,  measurements  from 448 

Pockets  in  machinery  spaces 461 

Poop,  length  of 454 

Power,  other  than  steam,  motive 460 

Preparations  of  certificate 448.  463 

Prisons 460 

Procedure,  method  of 462 

Projecting  stern 454 

Propelling-power  deduction 457,  460, 465 

Propelling-power  deduction,  choice  of  rule  for 460 

Propelling  power,  limit  of  deduction  for 457,  465 

Q. 

Quarters,  captain's 456,  459 

Quarters,  cargo  in 458 

Quarters,  deduction  for 458 

R. 

Ram  bow,  volume  of 453 

Record  of  certificates , 448,  463 

Refrigerator  spaces 460 

Remeasurement  due  to  changes 448 

Remeasurement  of  ships  with  fi >reign  certificates 448 

Remeasurement  under  Rule  1 448 

Requirements  for  lighting,  ventilation,  and  seaworthiness,  fulfilment  of 449 

Retaining  original  figures,  desirability  of 448 

Rise  of  floors,  breadths  on 453 

Roundhouses 463 

Rule  I .' 448,  450 

Rule  I,  remeasurement  under 448 

Rule  II 44S,  452 

Rules,  addition  of  new 448 

Rules  for  laden  ships,  use  of 448,  452 

Rules  for  unladen  ships .' 448,  450 

Rules,  new 448 

S. 

Sail  rooms 460 

Screw  steamers,  propelling-power  deduction 460 

Sculleries 459 

Searchlight 456 

Sections,  area  of , 450 

Sections,  division  of  length  for 450 

Sections  of  irregular  form 453 

Shaft  alleys 454, 457 

Shaft  alleys,  extent  of 462 

Shaft  alleys,  open 462 

Shaft  alleys,  raised  flat  under 462 

Shelter  decks 449,  454, 455 


472  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Page. 

Sheltered  space 455 

Shelter  for  deck  loads 449 

Showers 459 

Sick  bay 459,  463 

Side  houses 463 

Signal  spaces 460 

Signal  towers 455,  456,  4C0 

Sister  ships,  measurement,  of 448 

Skylights 455 

Spaces,  certification  of 449 

Spaces,  closed  in 451,  456,  463 

Spaces  exempt  from  measurement 463,  464 

Spaces  for  working  ship 455,  456,  460 

Spaces  not  forming  part  of  deduction 465 

Spaces  not  inclosed 451 

Spaces  reasonable  in  extent 449 

Spat  ceiling 453 

Spare  parts  for  machinery 460 

Spring  of  beam 453 

Steamers,  paddle,  propelling-power  deduction 460 

Steamers,  screw,  propelling-power  deduction , 460 

Steering-engine  space 460 

Steering-gear  house 455,  456 

Steering-gear  space 460 

Stewards 459 

Stewards,  passengers' 459 

Storerooms •. 460 

Storerooms,  navigator's 460 

Storerooms,  signal 460 

Stores,  boatswain's .' 460 

Stores  in  machinery  spaces 460 

Stuffing-box  space,  shaft  tunnel 460 

T. 

Tanks,  ballast 454,  460 

Tanks,  feed  water 454 

Tanks,  fuel  oil 462 

Tanks,  peak 454,  460 

Tanks,  topside 454,  460 

Ton  of  measurement 449 

Tonnage  between  decks 451 

Tonnage  deck,  definition  of 449,  453 

Tonnage,  gross,  spaces  included  under 463 

Tonnage,  net 455,  456,  458 

Tonnage,  net,  deductable  spaces 464 

Tonnage,  register 455,  456 

Tonnage  sections,  division  of  length  for 450 

Tonnage  under  deck 450,  451 

Tons  to  cubic  meters,  ratio  of 449 

Tools  for  machinery 461 

Topside  tanks 454,  460 

Trunks,  access 455 

Trunks,  coal 461 

Tugs,  machinery  allowance  for 458 

Turrets 455,  463 

U. 

Under  deck  tonnage 450,  451 

Under  deck  tonnage  figures,  use  of  old 448 

Uniformity  of  measurement 447 

Unladen  ships,  rule  for 448 

Upper  decks 451 

Urinals 459 


MEASUREMENT   OF   VESSELS   FOK   PANAMA   CANAL.  473 

Page. 

Use  of  compartments,  designation  of 449 

Use  of  exempted  spaces  for  profit.  - 452 

Use  of  figures  from  previous  calculations 448 

Use  of  formula  best  adapted 449 

V. 

Ventilation  of  machinery  compartments 461 

Vents 455 

W. 

Water-closets 459,  463 

Web  frame  ships 453 

Windlass  engine  space 460 

Windlass  house 455,  456,  460 

Wireless  room 456,  460 

Workshop,  engineers' 461 

61861°— 13 31 


APPENDIX  XVIII. 


REPORT  OF  THE  BRITISH  ROYAL  COMMISSION 

ON  TONNAGE  —1881. 


475 


APPENDIX  XVIII. 


REPORT    BY    HER    MAJESTY'S    COMMISSIONERS    APPOINTED    TO    INQUIRE    INTO    THE 
PRESENT  OPERATION  OF  THE  LAW  FOR  THE  MEASUREMENT  OF  TONNAGE. 


[Presented  to  both  Houses  of  Parliament  by  command  of  Her  Majesty,  August,  1881.] 


COMMISSION    ISSUED    BY    QUEEN    VICTORIA    APPOINTING   THE    MEMBERS    OF    THE    ROYAL 

COMMISSION    ON    TONNAGE. 

Victoria  R. 

Victoria,  by  the  grace  of  God  of  the  United  Kingdom  of  Great  Britain  and  Ireland  Queen, 

Defender  of  the  Faith. 

To  our  trusty  and  well-beloved  Charles  Morgan  Norwood,  Esq.;  our  trusty  and  well-beloved  Sir 
John  Stokes,  knight  commander  of  our  most  honorable  Order  of  the  Bath,  colonel  in  our 
Corps  of  Royal  Engineers;  our  trusty  and  well-beloved  Sir  Edward  James  Reed,  knight 
commander  of  our  most  honorable  Order  of  the  Bath;  our  trusty  and  well-beloved  Henry 
Cadogan  Rothery,  Esq.;  our  trusty  and  well-beloved  Thomas  Gray,  Esq.;  our  trusty  and 
well-beloved  James  Porter  Corry, Esq.;  our  trusty  and  well-beloved  Robert  Capper, Esq.; 
our  trusty  and  well-beloved  John  Glover,  Esq.;  our  trusty  and  well-beloved  Thomas  Dyson 
Hornby, Esq.;  our  trusty  and  well-beloved  William  Pearce, Esq.;  our  trusty  and  well- 
beloved  Thomas  Bland  Royden,  Esq.;  and  our  trusty  and  well-beloved  Barnard  Waymouth, 
Esq.,  greeting: 

Whereas  we  have  deemed  it  expedient  that  a  commission  should  forthwith  issue  to  inquire 
into  the  present  operation  of  the  law  for  the  measurement  of  tonnage,  and  to  report  to  us 
whether  the  principle  of  the  present  law  is  fully  and  properly  carried  into  effect,  and  whether 
the  terms  of  the  present-rules  are  suitable  to  the  present  state  of  shipbuilding,  and  to  report 
whether  the  law  is  fair  in  its  operation  as  between  those  who  pay  and  those  who  receive  dues 
on  shipping,  and  as  between  the  different  classes  of  those  who  pay  such  dues;  and  to  report 
whether,  having  regard  to  the  great  changes  which  have  taken  place  in  the  character  of  mer- 
chant ships,  there  are  any  defects  in  the  form,  the  build,  or  the  user  of  such  ships  which  can 
be  traced  to  the  present  law  of  tonnage,  or  which  any  amendment  of  that  law  would  remedy; 
and  to  report  whether,  having  regard  to  just  principles  of  taxation,  to  the  convenience  and 
furtherance  of  trade,  to  international  arrangements,  and  above  all  to  safety,  it  is  desirable  to 
make  any  and  what  alteration  in  such  law: 

Now  know  ye,  that  we,  reposing  great  trust  and  confidence  in  your  ability  and  discretion, 
have  nominated,  constituted,  and  appointed,  and  do  by  these  presents  nominate,  constitute, 
and  appoint  you,  the  said  Charles  Morgan  Norwood,  Sir  John  Stokes,  Sir  Edward  James  Reed, 
Henry  Cadogan  Rothery,  Thomas  Gray,  James  Corry,  Robert  Capper,  John  Glover,  Thomas 
Dyson  Hornby,  William  Pearce,  Thomas  Bland  Royden,  and  Barnard  Waymouth  to  be  our 
commissioners  for  the  purposes  of  the  said  inquiry. 

And  for  the  purpose  of  enabling  you,  our  commissioners,  to  make  the  said  inquiries  we  do 
hereby  authorize  you  and  empower  you,  or  any  three  or  more  of  you,  to  invite  all  such  persons 
as  you  may  judge  most  competent,  by  reason  of  their  situation,  knowledge,  or  experience,  to 

477 


478  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

afford  you  correct  information  on  the  subject  of  this  inquiry;  to  attend  before  you  and  bring 
with  them  all  such  books,  documents,  papers,  accounts,  etc.,  as  may  appear  to  you,  or  any 
three  or  more  of  you,  calculated  to  assist  you  in  the  execution  of  the  trust  hereby  reposed 
in  you. 

And  we  will  and  command  that  this  our  commission  shall  continue  in  full  force  and  virtue, 
and  that  you,  the  said  commissioners,  or  any  three  or  more  of  you,  may  from  time  to  time 
proceed  in  the  execution  thereof  and  of  every  matter  and  thing  therein  contained,  although 
the  same  be  not  continued  from  time  to  time  by  adjournment. 

And  for  your  assistance  in  the  execution  of  these  presents  we  do  hereby  authorize  and 
empower  you  to  appoint  a  secretary  to  this  our  commission  to  attend  you,  whose  services  and 
assistance  we  require  you  to  use  from  time  to  time  as  occasion  may  require. 

Given  at  our  Court  at  St.  James,  the  11th  day  of  October,  1880,  in  the  forty-fourth  year  of 
our  reign. 

By  Her  Majesty's  command: 

W.  V.  Harcourt. 

REPORT. 

To  the  Queen's  Most  Excellent  Majesty: 

We,  Your  Majesty's  commissioners  appointed  to  inquire  into  the  present 
operation  of  the  law  for  the  measurement  of  tonnage,  humbly  beg  leave  to  pre- 
sent to  Your  Majesty  the  following  report  on  the  several  matters  referred  to  us: 
nael^a^pifed011  ton~  *•  The  tonnage  inscribed  on  the  certificate  of  registry  of  a  British  ship 

constitutes  the  measure  of  her  contribution  to  light  dues,  and  to  harbor  and  dock 
charges  in  British  and  many  foreign  ports.  It  is  the  measure  of  the  amount  to 
which  a  shipowner  may  become  liable  for  any  damage  caused  by  his  ship.  It 
also  has  most  important  mercantile  uses  in  connection  with  the  purchase,  sale, 
hire,  and  chartering  of  ships, 
considerations  in-  2.  An  inquiry  into  the  principle  of  the  law  on  which  the  admeasurement 

volved  in  inquiry.  .  .... 

of  ships  is  founded,  into  the  manner  in  which  it  is  carried  into  effect,  and  into 
its  bearing  on  the  seaworthiness  of  ships,  therefore  involves  considerations  of 
great  pecuniary  interest  to  the  large  number  of  persons  who  receive  dues  on 
shipping,  as  well  as  to  the  general  body  of  shipowners  who  pay  them.  It  also 
involves  the  more  difficult  considerations  affecting  the  manner  in  and  extent  to 
which  the  payment  of  tonnage  dues  by  the  various  descriptions  and  classes  of 
vessels  of  our  mercantile  marine  shall  be  regulated,  so  as  to  insure  equality  of 
treatment  between  ship  and  ship. 
opportunities  af  3    Bearing  these  considerations  in  mind,  it  has  been  our  special  care  to 

forded  for  full  expres-  &  7  r 

behalf °ot  inter'°ts  a?  an?0I-d  ample  opportunity  for  full  expression  of  opinion  on  the  part  of  all  parties 
fe°ted-  affected ;  and  in  response  to  our  invitation,  representatives  of  various  interests 

from  the  ports  of  London,  Newcastle,  North  and  South  Shields,  Sunderland, 
Hartlepool,  Hull,  Southampton,  Bristol,  Cardiff,  Newport,  Holyhead,  Dublin, 
Belfast,  and  Cork,  have  attended  our  sittings  in  London,  and  have  tendered 
themselves  for  examination.  We  also  deemed  it  desirable  to  visit  the  great 
shipowning  and  shipbuilding  industries  on  the  Mersey  and  the  Clyde,  and  we 
held  meetings  for  the  reception  of  evidence  and  the  inspection  of  the  docks  and 
shipping  at  Liverpool  and  Glasgow,  at  which  latter  port  representatives  from 
Greenock  and  Leith  also  attended.  We  have  further  invited  and  received  the 
opinions  and  suggestions  of  persons  of  official  and  scientific  authority  upon  the 
subject  matter  of  our  inquiry. 
Present  basis  for  ton-  4   f^g  statute  under  which  tonnage  is  admeasured  is  an  act  passed  in 

nape  measurement.   (17  °  x 

&  is  vict.,c.  104.)  Your  Majesty's  reign,  known  as  "The  Merchant  Shipping  Act  of  1854,"  and  the 
basis  for  tonnage  adopted  therein  is  a  roomage  or  space  ton  of  100  cubic  feet; 
and  the  tonnage  is  the  roomage  or  the  internal  cubical  capacity  of  the  ship 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  479 

below  her  uppermost  deck,  and  of  permanent  elosed-in  spaces  on  her  uppermost 
deck,  available  for  cargo,  stores,  passengers,  or  crew,  ascertained  by  the  formula 
known  as  "Sterling's  rule."  The  aggregate  cubic  space  in  the  ship  thus  ascer- 
tained (designated  in  units  of  100  cubic  feet)  constitutes  her  gross  tonnage. 
This  system  was  adopted  in  1S54,  after  much  discussion,  under  the  advice  of 
Mr.  Moorsom,  who  was  also  its  first  administrator. 

5.  The  net  or  registered  tonnage,  upon  which  (with  slight  exceptions)  all  nageeL°certameTbVae- 
tonnage  dues  and  charges  on  ships  are  levied,  is  ascertained  in  the  case  of  sailing  't'0uDenageS  (fom  &^°3i 
vessels  by  deducting  from  the  gross  tonnage  the  tonnage  of  spaces  exclusively  ducttom  to'crewspw* 
appropriated  to  the  accommodation  and  use  of  the  crew.  The  provisions  in  u'0n™?Tte^eis.descriI>' 
the  act  of  1854  in  respect  of  crew  spaces  have  been  modified  and  extended  by  the 

merchant  shipping  amendment  act,  1867,  which  provides  that  crew  spaces  may 
be  deducted  from  tonnage  wherever  situated,  provided  certain  conditions  as  to 
space,  light,  ventilation,  and  other  sanitary  arrangements  be  complied  with  to 
the  satisfaction  of  a  surveyor  of  the  Board  of  Trade  and  that  the  spaces  be  kept 
free  from  goods  and  stores  of  any  kind,  not  being  the  personal  property  of  the 
crew  in  use  during  the  voyage.  We  may  remark  here  that  there  is  no  fixed 
limit  by  our  law  on  the  amount  of  crew  space,  whereas  other  maritime  countries, 
as  a  rule,  adopt  the  maximum  limit  of  5  percent  on  the  gross  tonnage  of  the 
ship. 

6.  In  addition  to  the  deduction  for  crew  space  (allowed  to  all  descriptions     Allowances  to  steam- 

r  *  r  ers       for       propelling 

of  vessels),  the  gross  tonnage  of  steamers  is  further  reduced  by  an  allowance  for  p°wer- 
spaces  occupied  by  and  necessary  for  propelling  power. 

The  deductions  for  propelling  power  which  the  owner  of  a  steam  vessel  is 
entitled  to  claim  are  specified  under  section  23  of  the  act  of  1854,  as  follows: 

(a)  As  regards  ships  propelled  by  paddle  wheels  in  which  the  tonnage  of  the  space  solely 
occupied  by  and  necessary  for  the  proper  working  of  the  boilers  and  machinery  is  above  20  per 
cent  and  under  30  per  cent  of  the  gross  tonnage  of  the  ship,  such  deduction  shall  be  thirty-seven 
one-hundredths  of  such  gross  tonnage;  and  in  ships  propelled  by  screws,  in  which  the  tonnage  of 
such  space  is  above  13  per  cent  and  under  20  per  cent  of  such  gross  tonnage,  such  deduction  shall 
be  thirty-two  one-hundredths  of  such  gross  tonnage. 

(6)  As  regards  all  other  ships,  the  deduction  shall,  if  the  commissioners  of  customs  and  the 
owner  both  agree  thereto,  be  estimated  in  the  same  manner;  but  either  they  or  he  may  in  their  or 
his  discretion  require  the  space  to  be  measured  and  the  deduction  estimated  accordingly;  and 
whenever  such  measurement  is  so  required  the  deduction  shall  consist  of  the  tonnage  of  the  space 
actually  occupied  by  or  required  to  be  inclosed  for  the  proper  working  of  the  boilers  and  machinery, 
with  the  addition  in  the  case  of  ships  propelled  by  paddle  wheels  of  one-half,  and  in  the  case  of 
ships  propelled  by  screws  of  three-fourths,  of  the  tonnage  of  such  space. 

After  deducting  from  gross  tonnage  the  allowance  for  crew  space,  and  the 
allowance  for  space  occupied  by  propelling  power,  the  remainder  is  the  register 
tonnage  of  a  steam  vessel. 

7.  The  duty  of  taking  the  prescribed  measurements  for  gross  and  net     By  whom  measure- 

^-*  incut  Lin^cii. 

tonnage  devolved,  under  the  act  of  1854,  upon  the  commissioners  of  Your 
Majesty's  customs,  but  by  the  Merchant  Shipping  Act,  1872,  it  was  transferred 
to  the  Board  of  Trade. 

8.  We  have  received  no  complaint  whatever  as  to  the  manner  in  which     No  complaint  as  to 

.  .  .  . .      .       .  _  ,  mode  of  application  of 

those  departments  haATe  applied  the  rules  lor  taking  the  prescribed  measure-  present  rules  but  which 

.  •  i  i  i  ii  are      appropriate      to 

ments;  but  representations  have  been  made  to  us  that  the  wording  of  the  rules  wooden  vessels  only. 

themselves  (the  measurements  being  described  as  from  or  to  floor  timbers, 

limber  strakes,  bilge  planks,  etc.)  is  appropriate  only  to  vessels  constructed  of 

wood;  and  although  the  rules  with  their  obsolete  wording  have  been  applied  to 

iron  ships,  with  results  that  have  been  sufficiently  accurate  for  general  purposes, 

yet  the  great  changes  of  late  years  in  the  design  and  methods  of  construction 


480 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


Difficulty  of  apply- 
ing present  rules  to 
modern  shipbuilding. 
Water-ballast  double- 
bottom  systems. 


Development  of 
steam  power. 


Increase  of  steam  ves- 
sels between  1854  and 
1880. 


and  in  the  dimensions  of  iron  vessels  render  it  necessary  that  special  rules  be 
enacted,  defining  more  distinctly  the  points  to  and  from  which  measurements 
should  be  taken  and  permitting  greater  discretion  and  elasticity  in  fixing  the 
number  of  areas,  and  ordinates,  so  as  to  ascertain  the  contents  with  greater 
accuracy. 

9.  As  an  instance  of  the  difficulty  of  applying  the  present  rules  to  the 
progress  of  modern  shipbuilding  our  attention  has  been  called  to  the  novel 
principle  of  construction  of  water-ballast  double  bottoms,  as  exemplified  in  the 
steamship  GhiJka.  Under  the  mode  which  prevailed  until  recently,  known  as 
the  Mclntyre  system,  the  water-ballast  space  extended  above  the  floor  plates 
(held  to  be  identical  with  the  floor  timbers  in  wooden  ships),  and  therefore  was 
partly  included  in  the  internal  space  in  the  ship  and  measured  in  the  tonnage, 
in  conformity  with  section  21,  subsection  2,  of  the  act  of  1854;  but  on  another 
system  of  construction,  called  the  bracket  or  longitudinal,  the  floor  plates  are 
carried  to  the  top  of  the  double-bottom  space,  and  the  depth  of  the  hold  of 
the  ship,  as  measured,  only  extends  to  the  top  of  that  structure.  Hence  arises 
the  anomaly  that  under  the  wording  of  the  rules  the  double-bottom  water- 
ballast  space  in  a  ship  constructed  under  what  is  called  the  Mclntyre  system 
is  in  part  measured  and  the  contents  added  to  the  tonnage  of  a  ship,  whilst 
a  water-ballast  space  of  similar  dimensions  under  the  bracket  system  of  con- 
struction, as  adopted  in  the  CTiilka  and  other  modern  ships,  is  not  measured 
nor  included  in  either  gross  or  register  tonnage. 

10.  It  is  proper  when  adverting  to  the  great  changes  since  1854  in  the 
dimensions  and  forms  of  ships  and  of  the  material  used  in  their  construction 
that  we  should  also  notice  the  rapid  development  in  the  application  of  steam 
power  to  merchant  vessels  consequent  on  the  general  adoption  of  the  screw 
propeller,  and  the  great  economy  in  the  consumption  of  fuel  and  in  the  space 
necessary  for  carrying  it,  effected  by  the  use  of  steam  at  greatly  increased 
pressure,  and  oi  the  high  and  low  pressure  cylinders  in  what  are  called  "com- 
pound engines." 

The  progress  in  the  production  and  use  of  steam  vessels  is  shown  by  the 
following  statement  of  the  number  and  tonnage  of  sailing  and  steam  vessels 
above  50  tons,  registered  under  the  Merchant  Shipping  Acts,  which  belonged 
to  the  United  Kingdom  (exclusive  of  the  Isle  of  Man  and  Channel  Islands), 
1854  and  1880: 


Deduction  of  crew 
spaces  approved  and 
further  exemption  sug- 
gested. 


Steam. 

Sailing. 

Total. 

Number.     Tonnage. 

Number. 

Tonnage. 

Number. 

Tonnage. 

937  I         290,239 
3,786       2,688,769 

15,553 

11,51.9 

3,609,294 
3,545,528 

16,490 
15,355 

3,899,583 

6,234,287 

11.  The  exemption  of  crew  spaces  from  the  register  tonnage,  and  conse- 
quently from  payment  of  dues,  is  generally  acknowledged  to  have  been  attended 
with  beneficial  results,  inasmuch  as  many  shipowners  have  been  encouraged  to 
set  apart  for  the  use  of  the  crew  accommodation  much  superior  to  that  pre- 
viously given;  and  a  suggestion  has  now  been  made  that  the  master's  cabin 
(if  not  used  for  passengers  or  cargo)  should  also  be  included  in  the  crew  space, 
and  the  contents  deducted  from  gross  tonnage.  On  the  other  hand,  we  have 
it  in  evidence  that  the  increased  deduction  for  crew  space  under  the  Merchant 
Shipping  Amendment  Act,  1867,  sensibly  affected  the  revenue  of  dock  companies 
derived  from  dues  on  shipping. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  481 

12.  As  regards  the  operation  of  the  law  in  respect  of  the  deduction,  of  peufndgu™wer  instead 
space  in  steamers  for  propelling  power  we  find  a  general  concurrence  of  opinion  ers- 

that  the  existing  allowances  are  neither  equal  in  their  operation  nor  based  on 
any  sound  principle  discernible  under  the  present  conditions  of  steam  navi- 
gation. 

Harbor  and  dock  authorities  lay  much  stress  upon  the  fact  that  the  deduc-  r  Representations    of 

17  -I  i       /    \  ■  harbor       and       dock 

tion  of  32  per  cent  on  the  gross  tonnage,  under  rule  (a),  now  generally  claimed  authorities  respecting 

r  ,  i      •  i  i  i        •   i  ■  pi  tnis  deduction. 

by  screw  cargo  steamers  of  recent  build  and  with  engines  of  moderate  power, 
frequently  gives  to  propelling  space  an  allowance  greatly  in  excess  of  that  actu- 
ally occupied  by  the  engines,  boilers,  and  fuel;  and,  further,  that  the  space 
allotted  by  the  shipbuilders  to  the  engines  and  boiler  is  regulated  so  as  to  con- 
form, with  great  nicety,  to  the  condition  of  cutting  off  a  space  something  just 
above  13  per  cent  of  the  gross  tonnage  in  order  to  secure  the  deduction  of  32 
per  cent  from  the  gross  tonnage.  Numerous  instances  are  given  to  us  of  such 
steam  vessels  discharging  grain  and  other  dead-weight  cargo  from  distant 
ports  largely  in  excess  of  the  cargo  that  could  be  discharged  by  sailing  vessels 
of  the  same  register  tonnage;  and  we  are  informed  that  when  most  dock  acts 
were  obtained  steamers  either  did  not  exist  or  formed  a  much  less  proportion 
of  the  entire  shipping  tonnage  than  at  present.  According  to  the  evidence  of 
the  representatives  of  some  of  the  dock  companies  the  register  ton  then  repre- 
sented about  27  hundredweight  of  cargo,  and  now  indicates  hi  the  case  of  some 
steamers  as  much  as  40  hundredweight.  The  conclusion  urged  upon  us  is  that 
the  32  per  cent  allowance  operates  in  many  cases  to  the  disadvantage  of  the 
receivers  of  dues  on  shipping  and  to  the  owners  of  sailing  vessels,  and  of  the 
many  steamers,  hi  which  the  size  of  the  engine  and  boiler  rooms  has  been  regu- 
lated by  the  space  necessary  for  the  proper  working  of  the  machinery,  and  not 
by  the  arbitrary  standard  of  13  per  cent  on  gross  tonnage. 

13.  It  is  pointed  out  to  us  that  the  allowances  for  propelling  power  apply  all„^^  0£rratron  \' 
to  steamers  irrespectively  of  the  trade  in  which  they  are  employed  and  the  dura-  t^fm^wer  t0  screw 
tion  of  the  voyage.     A  screw  steamer  engaged  in  a  coasting  trade  and  making 

her  passage  in  a  few  hours  (provided  she  has  an  engine  and  boiler  space  exceed- 
ing by  a  small  fraction  13  per  cent  of  her  gross  tonnage)  claims  and  receives, 
under  rule  (a),  the  same  deductions  for  propelling  power  (32  per  cent)  as  she 
would  be  entitled  to  were  she  trading  with  ports  in  the  China  Seas  or  on  the  west 
coast  of  America.  In  the  former  instance  her  allowance  for  fuel  space  of  nearly 
19  per  cent  of  her  gross  register  is  very  greatly  in  excess  of  the  bunker  needs  for 
a  voyage  of  a  few  hours,  whereas  in  the  latter  case  her  allowance  may  not  give 
a  deduction  equivalent  to  the  space  necessary  to  contain  sufficient  fuel  to  propel 
her  halfway  to  her  destination.  The  inequality  of  the  allowance  under  the 
alternative  rule  (b),  which  applies  to  screw  vessels  in  which  the  actual  space 
occupied  by  the  engine  and  boilers  is  less  than  13  per  cent  and  more  than  20 
per  cent,  is  stated  to  be  equally  objectionable,  though  in  a  less  degree,  both  in 
principle  and  practice. 

14.  As  respects  paddle  steamers,  although  from  the  small  number  of  these     Topaddie steamers, 
vessels  now  in  existence  the  inequalities  in  the  deductions  to  which  they  are 

entitled  under  the  rules  (a)  and  (b)  are  less  important  to  the  receivers  of  dues, 
yet  they  are  even  more  extreme  and  anomalous  in  the  results.  Instances  appear 
in  the  appendix  to  the  evidence  annexed  to  this  report  of  the  register  tonnage  of 
paddle  cargo  and  passenger  steamers  being  less  than  one-fourth  of  then  gross 
tonnage,  and  in  the  case  of  the  steam  tug  Clyde,  of  Greendck,  her  tonnage  is  reg- 
istered as  minus  4.64,  her  gross  tonnage  being  87.72  tons,  and  her  deductions 
92.36.     We  have  it  in  evidence  that  this  vessel  occupies  space  in  harbors  and 


482 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


docks  without  the  authorities  being  able  to  levy  any  dues  whatever  upon  her 
for  the  accommodation  she  enjoys. 
Anomalous  results  of  15.  The  following;  table,  based  on  rules  (a)  and  (b)  of  section  23  of  the  act 

such  deductions.  .  i 

of  1S54,  will  show  the  unequal  and  anomalous  result  of  the  working  of  these 
rules  for  the  deduction  of  space  in  steamers  for  propelling  power: 

[For  every  100  tons  gross  register.] 


Engine 

room  as 

measured. 


Tons. 
10 
20 
21 
29 
30 
67 


10 
13 
14 
19 
20 
58 


Allowance  (tons). 


PADDLE  STEAMERS. 

10+5=15 

20+10=30 

37  per  cent 

do 

30+15=45 

67+33.5=100.5 

SCREW  STEAMERS. 

10+7.5=17.5 

13+9.75=22.75 

32  per  cent 

do 

20+15=35 

58+43.5=101.5 


Net  register 
tonnage. 


Tons. 

85 

70 

63 

63 

55 
Nil. 


83.5 
78.25 
68 
68 
65 
Nil. 


Case  of  the  Isabella. 


Principle  on  which 
law  administered  prior 
to  case  of  the  Isabella. 


16.  There  is  a  further  and  quite  novel  deduction  from  the  gross  tonnage  of 
steam  vessels  which  it  is  necessary  for  us  to  notice. 

The  London  and  North-western  Railway  Co.,  who  are  the  owners  of  steam 
vessels  employed  in  the  conveyance  of  passengers,  cattle,  and  goods  between 
Holyhead  and  Ireland,  in  applying  in  1879  for  a  register  for  their  new  paddle 
steamship  Isabella,  claimed,  in  addition  to  the  contents  of  engine  and  boiler 
spaces  measured,  plus  50  per  cent  (under  subsection  (&),  sec.  23,  of  the  act 
1854),  a  further  deduction  of  the  contents  of  engine-room  skylights  and  boiler 
casings  above  the  deck,  plus  50  per  cent  thereon,  notwithstanding  that  such 
contents  had  not  previously  been  measured  and  included  in  the  gross  tonnage. 

The  Board  of  Trade  resisted  this  construction  of  the  law  as  being  contrary 
to  the  spirit  of  the  acts  of  1854  and  1867,  but  agreed  to  refer  the  matter,  as  a 
special  case,  to  the  High  Court  of  Justice.  The  claim  of  the  owners  of  the 
Isabella  was  confirmed,  and  her  net  register  tonnage  now  stands  at  337.90  tons 
against  gross  842.40  tons,  and  the  tonnage  of  the  Lily  and  the  Violet,  two  more 
recent  steamers  belonging  to  the  same  company,  are,  respectivery,  gross  1,035 
tons  and  register  230  tons. 

17.  The  principle  on  which  the  tonnage  laws  were  administered,  until  the 
case  of  the  steamship  Isabella  arose,  was  that  in  making  deductions  from  the 
gross  tonnage  the  contents  of  spaces  never  included  in  the  gross  should  not  be 
measured  for  the  purpose  of  being  deducted  from  it. 

From  1854  to  1879  this  principle  appears  to  have  been  asserted  by  Your 
Majesty's  Government,  acquiesced  in  by  the  British  shipowner,  and  adopted 
by  every  maritime  country  of  importance,  and  hi  accordance  therewith  the 
board  of  customs  first,  and  the  Board  of  Trade  afterwards,  instructed  then- 
surveyors  that  spaces  above  the  uppermost  deck,  such  as  cabin  and  engine- 
room  skylights,  cabin  companions,  funnel  casings,  and  ventilating  spaces,  being 
places  which  are  not  suitable  for  the  bertliing  or  accommodation  of  passengers 
or  crew  or  the  carriage  of  stores  or  cargo,  should  be  disregarded  altogether,  in 
the  same  way  that  the  funnel  is  disregarded,  and  is  not  included  in  either  the 
gross  or  the  register  tonnage.  Acting,  however,  on  the  decision  in  the  Isabella 
case,  certain  spaces  above  the  uppermost  deck,  though  not  included  in  the 
gross  tonnage,  are  now  measured  so  that  their  contents  may  form  a  deduction 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  483 

from  the  tonnage  arrived  at  by  the  measurement  of  underdeck  spaces;  and  that 
is  not  all,  as  in  the  case  of  the  engine-room  skylights,  air  boxes,  and  ventilating 
spaces  not  only  the  contents  of  the  space  itself  but  half  as  much  again  is 
deducted  from  gross  tonnage.  We  are  satisfied  that  such  a  construction  of  the 
acts  is  due  oidy  to  defects  in  expression,  and  that  it  is  inconsistent  with  the 
principle  and  intention  of  the  law,  as  well  as  with  justice  and  convenience. 

18.  It  is  however  urged  by  some  shipowners,  in  reply  to  the  complaint  by  0mf^^nlsupportIioHf 
the  receivers  of  dues  as  to  the  excessive  deductions  for  the  propelling  power  prop^mDgepwer!ns  f°r 
referred  to  in  the  four  preceding  paragraphs,  that  there  has  been  a  large  exten- 
sion of  dock  accommodation  at  our  principal  ports  in  recent  years,  and  that 

it  has  not  been  alleged  that  the  operation  of  the  tonnage  law  has  in  any  case 
prevented  the  construction  of  docks  or  the  obtaining  of  capital  for  that  purpose; 
that  the  keen  competition  that  has  been  shown  to  exist  between  dock  and  dock 
in  some  cases,  and  between  port  and  port  in  other  cases  is  the  chief  cause  of 
some  dock  and  harbor  authorities  receiving  less  revenue  than  they  could  wish; 
that  the  basis  for  dock  charges  should  include  the  element  of  the  time  during 
which  water  and  quay  space  is  occupied  by  the  ship;  that  steam  vessels  on  an 
average  remain  in  harbor  or  dock  for  a  much  shorter  period  than  do  sailing 
vessels,  and  that  measured  by  this  standard  they  contribute  more  than  sailing 
vessels  to  the  revenue  of  docks,  and  that  steamer  business  is  preferred  by  dock 
authorities.  It  is  further  urged  that  steamers  like  the  Isabella,  making  short 
passages  and  frequent  visits  to  a  port,  pay  very  largely  in  dues,  notwithstanding 
their  reduced  tonnage.  It  is  alleged  that  it  was  the  intention  of  the  legislature, 
by  the  liberal  exemption  of  propelling  space  in  the  act  of  1854,  to  foster  and 
encourage  steam  vessels;  that  the  same  necessity  exists  at  present,  and  that 
the  heavy  costs  attendant  upon  their  working  renders  any  addition  to  port 
charges  at  home  and  abroad,  by  an  increase  of  tonnage,  undesirable  and  oppres- 
sive; and  that  large  investments  of  capital,  both  in  construction  of  steamships 
and  of  dock  accommodation,  have  been  made  on  the  strength  of  the  law  as  it 
now  operates. 

It  is  further  alleged  that  the  32  per  cent  deduction  being  conditional  upon 
the  engine  room  measuring  more  than  13  per  cent  of  the  gross  tonnage  leads 
in  many  cases  to  the  construction  of  large  engine  rooms,  which  conduce  to  the 
health  of  the  engine-room  hands  and  to  the  safety  of  the  ship. 

Admitting  these  statements  as  fair  arguments  in  favor  of  the  existing 
deductions  for  propelling  space,  we  do  not  think  they  are  valid  reasons  in  favor 
of  an  extension  of  these  deductions,  which  goes  beA^ond  the  intention  of  the 
settlement  of  1854  nor  against  a  revision  of  such  settlement,  rendered  necessary 
by  the  great  alteration  of  late  years  in  the  form,  dimensions,  and  construction 
of  ships  and  of  marine  engines,  and  by  the  great  economy  effected  in  the  con- 
sumption of  fuel. 

19.  The  case  of  the  steamer  ChilJca,  in  which  the  water-ballast  space  is  .  iu  support  of  exempt- 

'  ir  mg  -water-ballast  space 

constructed  on  the  bracket  floor  or  cellular  system,  raised  the  question  whether  in  double  bottoms. 

the  water-ballast  space  in  the  double  bottom  should  or  should  not  be  exempted 

in  all  cases,  however  it  may  be  constructed.     Many  shipowners  urged  that 

this  space  should  be  entirely  excluded  from  measurement,  for  such  reasons  as 

the  following:  That  it  is  not  freight-earning  space;  that  cargo  can  not  be 

carried  in  it;  that  the  double  bottom  is  a  source  of  strength  and  safety;  that 

vessels  have  been  saved  from  foundering  through  being  so  built;  that  in  the 

case  of  heavy  cargoes  it  is  found  advantageous  by  raising  the  weight;  and 

that  vessels  so  constructed  do  not  require  dock  or  harbor  faculties  for  loading 

or  unloading  ballast. 


ers. 


484  MEASUREMENT   OF    VESSELS   FOE   PANAMA   CANAL. 

rto^ioTo^ate^lifnlt  20-  Tlie  operation  of  the  law  of  tonnage,  as  it  affects  the  seaworthiness  of 

seaworthiness.  ships,  has  occupied  much  of  our  attention.     The  decided  preponderance  of 

evidence  is  to  the  effect  that  considerations  of  a  saving  of  tonnage  dues  do  not 
operate  with  shipowners  in  the  building  a  ship  in  the  form  and  of  the  dimen- 
sions most  suitable  to  their  purpose,  and  we  have  no  distinct  instance  adduced 
to  us  to  the  contrary.  But  whether  this  be  so  or  not,  we  have  received  abundant 
and  unanimous  testimony  that  in  construction,  design,  speed,  economy,  and 
safety,  the  British  merchant  ship  of  the  present  day  is  not  only  vastly  superior 
to  the  British  ship  of  a  date  prior  to  the  present  law  of  tonnage,  but  that  great 
improvements  have  been  effected  within  the  last  10  years.  We  have  before 
us  the  fact  that  under  the  old  tonnage  law,  by  which  the  depth  of  a  ship  was 
not  measured  but  was  assumed  to  be  about  half  the  breadth,  ships  were  made 
abnormally  deep;  and  if  not  actually  made  dangerous  thereby,  were  a  very 
bad  type  of  ship, 
open  spaces  on  decks  21.  It  has,  however,  been  represented  to  us  by  persons  whose  opinions  on 

considered.  ;  L  ...  .  „ 

the  subject  are  well  entitled  to  respectful  consideration,  that  greater  safety  at 
sea  would  be  secured  if  open  spaces  on  the  mam  deck  of  ships  were  covered  in, 
which  they  assert  would  be  done  were  not  the  owners  discouraged  by  the 
operation  of  the  law,  which  requires  that  such  covered-in  spaces  be  measured  into 
and  increase  the  tonnage  of  and  consequently  the  charges  upon  the  ship. 
weii-deck"  steam-  22.  One  type  of  steamship,  of  which  the  number  is  very  large,  has  on  the 

after  part  of  the  upper  deck  one  of  either  of  the  following  arrangements,  viz: 

(a)  A  short  poop  or  break. 

(6)  A  long  poop  or  break  extending  to  the  bridge  house,  and  constituting 
a  continuous  erection. 

On  the  fore  part  of  the  deck  there  is  a  topgallant  forecastle,  and  the  space 
on  deck  between  these  erections  is  uncovered.  Thio  type  of  ship  is  commonly 
known  as  the  "well-deck"  ship;  and  whenever  in  the  evidence  the  "well-deck" 
ship  is  referred  to  this  type  of  ship  is  meant. 

It  has  been  urged  by  those  who  advocate  that  covered-in  spaces  on  deck 
should  be  exempted  from  measurement  of  tonnage,  that  the  covering  in  of  the 
"well"  would  greatly  add  to  the  seaworthiness  of  the  ship  by  increasing  the  free- 
board and  preventing  the  lodgment  of  water  on  the  main  deck,  now  uncovered; 
but  repeated  evidence  has  been  given  us  by  owners,  builders,  and  masters  of 
"well-deck"  ships  that  experience  proves  them  to  be  specially  adapted  for  the 
safe  conveyance  of  cargo,  and  that  the  losses  at  sea  of  such  ships  have  been 
below  the  average.  It  is  asserted  that  they  are  sailed  with  a  larger  proportion- 
ate surplus  buoyancy  than  most  "three-deck"  ships,  and  that  should  the  well 
be  covered  in  a  large  cargo  space  would  be  created  and  utilized,  and  the  vessel 
would  be  liable  to  be  immersed  beyond  her  former  depth,  and  her  average  free- 
board might  be  no  greater  than  before  the  alteration. 

The  step  found  necessary  by  Lloyd's  Registry  in  fixing  a  load  line  for  awn- 
ing-deck ships,  which  without  that  load  line  were  often  found  to  be  too  deeply 
laden,  supports  this  assertion. 

We  are  of  opinion  that  the  exemption  of  any  closed-in  space  from  measure- 
ment into  tonnage,  as  an  inducement  to  owners  to  increase  the  safety  of  ships, 
is  unsound  in  principle,  and  if   adopted  would  have  to  be  followed  by  new 
restrictions,  upon  which  fresh  complaints  would  be  founded. 
meVrsDiagdeck'  ^  The  proposal  made  to  us  that  special  encouragement  should  be  given 

to  the  construction  of  vessels  with  an  awning  or  shelter  deck,  and  to  the  cover- 
ing in  of  spaces  on  the  main  deck,  such  as  exist  in  ' '  well-deck"  ships,  by  an  entire 
or  partial  exclusion  of  the  spaces  thus  made  from  tonnage,  and  consequently 
from  payment  of  dues,  is  not  one  in  which  we  are  able  to  concur. 


steamers. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  485 

A  ship  with  an  awning  or  light  upper  deck,  provided  her  draft  is  fixed  so 
as  to  insure  that  the  main  deck  be  sufficiently  out  of  the  water,  and  that  she  is 
properly  stowed,  is  unquestionably  a  specially  safe  and,  in  some  trades,  a  spe- 
cially profitable  type  of  ship.  She  has,  as  a  rule,  a  satisfactory  amount  of  free- 
board, and  if  fitted  with  open  bulwarks  and  secure  deck  fastenings,  no  consider- 
able amount  of  water  can  obtain  a  lodgment  upon  her  deck  or  penetrate  into  her 
hold.  At  the  same  time  it  must  be  admitted  that  this  type  of  ship  is  not  so 
suitable  and  profitable  for  shallow  harbors  and  heavy  cargo  as  the  single  or  the 
"well-deck"  skip,  and  certainly  is  not  so  stoutly  built  as  a  ship  known  as  a 
"three-deck"  ship.  We  are  of  opinion  that  all  these  types  of  ships  have  their 
special  uses  and  advantages,  and  if  properly  constructed,  loaded,  and  handled 
are  to  all  intents  and  purposes  seaworthy  ships. 

24.  It  seems  to  us  that  the  law  for  admeasurements  of  tonnage  was  not     Tonnage   laws   not 

...  .  intended   to  influence 

mtended  to  raise,  and  should  not  raise  or  determine  ui  itself,  any  question  of  construction  of  snips. 
seaworthiness  or  fitness,  nor  favor  any  particular  arrangement,  construction, 
form,  or  design  of  a  ship.  It  was  meant  to  be  a  system  whereby  the  cubic  con- 
tents of  a  ship  should  be  ascertained  accurately,  and  properly  recorded,  and  the 
act  of  1854  merely  provides  for  the  measurement  of  a  ship  when  it  is  built,  and 
leaves  it  to  the  owner  to  build  his  ship  as  he  pleases. 

25.  We  do  not  conceive  that  owners  are  deterred  by  considerations  of     owners    not  influ- 

,  ,  ......  .  eaced  by  tonnage  dues 

increased  tonnage  and  pavment  ot  dues  from  making  their  ships  suitable  lor  in  construction  of  suit- 

i-  i-ii  i  •    ■  able  ships. 

the  trade  in  which  they  are  to  be  engaged;  and  we  are  of  opunon  that  the 
increased  roomage  obtamed  by  givhig  a  ship  an  awning  deck,  or  its  equivalent,, 
can,  and  in  many  instances  would,  be  utilized  for  passengers,  cattle,  or  other 
cargo,  with  profit  to  the  owner.  To  exempt  such  spaces  from  payment  of 
tonnage  dues  would  be  to  give  one  type  or  class  of  ship  a  considerable  advan- 
tage in  competition  with  another  equally  seaworthy  type,  and  that  at  the 
expense  of  the  harbor  and  dock  proprietors.  It  might  also  happen  that  under 
reckless  or  incompetent  management  such  a  space  would  be  filled  with  heavy 
cargo;  and  in  that  case  the  exemption  which  was  intended  to  prevent  danger 
might  be  found  to  have  led  to  it. 

26.  In  fine,  we  are  of  opinion  that  on  the  one  hand  the  law  for  the  admeas-     Tonnage  laws  should 
urement  of  tonnage  should  not  operate  to  produce  a  faulty  or  unseaworthy  operation   as  regards 
ship  nor  on  the  other  hand  to  foster  or  encourage  any  one  type  of  ship  to  the 
disadvantage  of  another. 

27.  Proposals  have  been  made  to  us  by  persons  of  experience  and  author-     Proposals  and  sug- 

...  i-ii  -jii        •        j>  ,  gestions  for  change  in 

lty  lor  a  radical  change  m  tlie  basis  of  tonnage.  the  basis  of  tonnage 

These  proposals  come  to  us  in  several  forms: 

(1)  That  it  should  be  the  amount  of  dead-weight  cargo  (in  tons  of  20 
hundredweight)  which  a  ship  could  carry  on  a  fixed  load  line. 

(2)  That  it  should  be  the  weight  of  the  displaced  water  between  a  fixed 
light  line  and  a  fixed  load  line  (which  is  practically  equivalent  to  the  above); 
the  tons  of  weight  (or  the  equivalent  in  cubic  feet,  calculated  at  35  cubic  feet 
to  20  hundredweight)  being  reduced  by  a  divisor  so  as  to  give  a  result  approxi- 
mating to  present  register  tonnage,  adding  thereto,  in  the  case  of  passenger 
ships,  a  proportion  of  contents  of  the  space  used  by  them. 

(3)  That  it  should  be  the  cubical  contents  or  the  displacement  of  the  hull 
of  the  ship  below  a  fixed  load  line. 

A  suggestion  has  also  been  made  that  tonnage  as  a  basis  on  which  to 
measure  the  contribution  by  ships  for  harbor  and  dock  accommodation  is 
unnecessary,  and  that  the  simple  and  more  equitable  basis  on  which  to  levy 
those  dues  would  be  the  extent  of  water  and  quay  space  occupied,  as  shown  by 


system. 


486  MEASUBEMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

the  length,  breadth,  and  depth  of  the  ship,  and  the  time  the  spaces  and  accom- 
modation are  occupied  by  her. 
ba^oftSoo!  ^  a  28'  Another  suggestion  is  that  gross  tonnage  (under  the  present  system 

of  measurement),  without  any  deductions  whatever,  should  be  the  basis  of 
taxation,  and  that  dues  on  steamers  should  be  levied  at  a  lower  rate  per  ton 
than  on  sailing  vessels. 
inD/i^m!ryecomSit™d  29.  Before  considering  these  proposed  new  sj^stems,  as  well  as  the  sugges- 

ts commissioners,  tions  for  the  amendment  of  the  existing  law,  we  would  advert  to  the  wide  scope 
of  the  inquiry  committed  to  us  and  to  the  great  difficulties  winch  surround 
the  subject  arising  from  the  variety  of  types  of  ships,  their  many  differences  in 
form,  construction,  dimensions,  and  material,  the  varied  uses  and  employment 
to  which  ships  are  put,  the  specialities  of  the  ports  to  wnich  they  trade  and  of 
the  seas  which  they  traverse,  the  diversity  of  the  cargoes,  animate  and  inani- 
mate, which  they  carry,  and.  lastly,  the  inequalities  arising  out  of  the  mode  of 
propulsion. 
andlte<iock  authorities  30.  The  interests  of  harbor  and  dock  authorities  have  to  be  considered  in 

must  be  considered.  relation  to  any  change  in  the  basis  of  taxation  on  ships,  and  accordingly  we 
have  obtained  much  interesting  information  as  to  the  chief  ports  in  the  United 
Kingdom,  the  extent  of  accommodation  afforded  by  the  receivers  of  dues,  of 
,  their  powers  of  taxation,  of  their  revenue  and  disbursements,  and  of  their 
liabilities  to  their  shareholders  and  others  for  due  payment  of  interest  on  the 
moneys  expended  in  affording  accommodation  to  shipping. 
mentsm^°&i2oDv?cSC  31.  Our  international  engagements  as  to  tonnage  form  another  important 

c.63,s.  60.)  element  of  consideration. 

The  Merchant  Shipping  Act  Amendment  Act,  1862,  section  60,  enables  Your 
Majesty  by  order  in  council  to  declare  that  when  it  is  made  to  appear  to  Your 
Majesty  that  the  rules  concerning  the  measurement  of  tonnage  of  merchant 
ships  for  the  time  being  in  force  have  been  adopted  bjT  and  are  in  force  in  any 
foreign  country  the  ships  of  such  foreign  country  shall  not  be  remeasured  in 
British  ports,  but  shall  be  deemed  to  be  of  the  tonnage  denoted  in  their  national 
papers  to  the  same  extent  and  for  the  same  purposes  as  the  tonnage  denoted 
in  the  certificates  of  registry  of  British  ships. 

32.  The  following  countries  have  been  declared  by  various  orders  in 
council  to  have  fulfilled  the  conditions  named  in  the  above  section,  viz,  the 
United  States,  Denmark,  Austria-Hungary,  Germany,  France,  Italy,  Spain, 
Sweden,  the  Netherlands,  Norway,  Greece,  Finland,  and  Russia,  all  having 
adopted  our  system  of  internal  cubical  capacity,  and  the  gross  tonnage  of 
the  ships  belonging  to  those  countries  corresponding  closely  with  that  of 
British  ships,  as  does  the  register  tonnage  of  sailing  vessels;  but  the  deductions 
from  gross  tonnage  of  steamships  to  arrive  at  their  net  register  under  our  law  are 
not  universally  adopted,  as  will  be  seen  by  the  following  short  statement, viz: 
The  United  States  allow  no  deductions  from  gross  tonnage. 
Denmark,  Spam.  Holland,  and  Greece  deduct  from  gross  tonnage  all  spaces 
solely  for  the  crew  and  working  of  the  ship,  with  a  limit  of  5  per  cent  on  gross 
tonnage,  and  for  propelling  power  in  screw  steamers  1.75,  and  in  paddle  steamers 
1.5,  of  the  tonnage  of  the  actual  engine  and  boiler  space,  with  a  limit  of  50 
per  cent  on  the  gross  tonnage. 

Austria-Hungary,  Germany,  Italy,  Norway,  and  Russia  deduct  from  gross 
tonnage  all  spaces  solely  for  the  crew,  with  a  limit  of  5  per  cent  on  gross  ton- 
nage, and  in  steamers  the  space  occupied  by  the  machinery,  boilers,  and  fuel, 
with  a  limit  of  50  per  cent  on  the  gross  tonnage. 


MEASUREMENT   OP   VESSELS   FOB   PANAMA   CANAL.  487 

France,  Sweden,  and  Finland,  with  some  slight  variations,  adopt  the 
provisions  of  the  English  law  as  to  deductions  for  crew  space  and  propelling 
power,  but  place  a  limit  of  5  per  cent  on  gross  tonnage  upon  crew  space,  and 
a  limit  of  40  per  cent  on  the  gross  tonnage  in  the  case  of  France  and  of  50  per 
cent  in  the  case  of  Sweden  upon  propelling  space  deductions. 

33.  The  advantage  of  a  uniform  svstem  of  tonnage  measurement  for  all     Advantage  of  an  m- 

°  .  .....  -.T  .  ,        ternational  system. 

nations  is  so  evident  that  it  need  scarcely  be  insisted  on.  Nevertheless,  the 
negotiations  to  bring  about  so  desirable  a  result  have  lasted  for  many  years, 
and  only  after  long  and  patient  discussion  have  they  resulted  in  the  present 
approximation  to  uniformity  of  practice.  The  requirements  of  the  Danube  n.I"te™ij'ml?I-  Tont 
Commission  and  the  difficulties  with  the  Suez  Canal  Co.  gave  an  impetus  to  Constantinople  in  im 
these  negotiations,  and  in  1873  an  international  tonnage  commission  assembled 
at  Constantinople,  on  the  invitation  of  His  Imperial  Majesty  the  Sultan,  and 
comprised  representatives  of  Germany,  Austria-Hungary,  ■  Belgium,  Spain, 
France,  Great  Britain,  Greece,  Italy,  Holland,  Russia,  Sweden,  Norway,  and 
Turkey.  At  this  commission  rules  were  made  for  a  common  sjTstem  of  ton- 
nage for  vessels  of  all  nations.  These  rules,  having  been  adopted  by  Turkey, 
became  obligatory  on  the  Suez  Canal  Co.  Such  countries  as  did  not  at  once 
make  them  then-  own  law  issued  to  their  vessels  special  certificates  of  tonnage 
for  the  Suez  Canal. 

The  following  passage  from  the  report  of  .the  International  Tonnage 
Commission  states  that — 

Unification  of  tonnage  may  be  realized  by  adopting  a  formula  combining  the  three  following 
conditions,  viz: 

1.  That  of  causing  the  internal  capacity  of  a  ship  to  be  measured  with  all  the  precision  that 
geometrical  science  is  practically  capable  of. 

2.  That  of  expressing  this  capacity  in  tons  the  unit  of  which  is  obtained  by  a  common  divisor 
which  best  embodies  for  all  maritime  countries  the  ancient  traditions  of  their  common  experience 
and  which  gives  as  quotient  a  mean  of  all  the  varying  conditions  under  which  ships  are  employed. 

3.  That  of  disallowing,  in  determining  the  net  tonnage  which  is  to  be  the  basis  of  taxation 
any  other  deduction  of  space  but  that  which  can  not  be  used  for  earning  freight  by  being  employed 
for  carrying  passengers  or  merchandise. 

The  commission  has  considered  whether  it  would  not  be  better  to  suppress  the  name  of  "ton 
of  measurement"  in  order  to  avoid  the  continual  confusion  between  thi3  ton  and  the  different 
tons  of  weight  or  volume  employed  in  trade,  but  after  patient  deliberation  it  has  formed  the 
opinion  that  the  time  has  not  yet  come  when  such  a  change  in  the  usages  of  the  commercial  and 
maritime  world  can  be  recommended,  and  it  has  been  decided  to  adopt  as  unit  of  measurement 
the  ton  of  capacity  of  Moorsom's  system,  viz,  of  100  English  cubic  feet,  or  2.83  cubic  meters. 

The  international  commission,  after  laying  down  these  principles,  acknowledged  that  the 
process  of  measuring  the  capacity  of  ships  established  in  the  United  Kingdom  by  the  Merchant 
Shipping  Act  of  1854,  under  the  name  of  Moorsom's  system,  realizes  best  the  conditions  required 
to  determine  gross  tonnage  and  agreed  that  no  other  system  can  better  secure  the  application  of 
the  precise  rules  of  deduction  which  are  to  determine  the  net  tonnage  nor  lend  itself  with  greater 
advantage  to  the  unification  of  tonnage  at  which  the  commission  is  seeking  to  arrive. 

We  annex  the  full  report1  of  the  commission,  and  it  is  only  necessary  for  us  Appendix  No.  i,  io- 
now  to  remark  that,  as  follows  from  the  above  extract,  the  present  law  in  this 
country  was  adopted,  viz,  roomage  or  internal  cubical  capacity,  but  with  the 
modification  that  all  spaces  that  could  be  readily  closed  in  on  the  uppermost 
deck  should  be  measured  into  gross  tonnage,  and  in  addition  to  deductions  on 
account  of  crew  space,  deductions  should  further  be  made  hi  respect  of  spaces 
necessary  for  purposes  of  navigation. 

In  respect  of  deduction  for  propelling  space,  two  alternative  rules  were 
adopted : 

(1)  The  actual  contents  of  engine  and  boiler  room  plus  75  per  cent  thereof 
for  screw  steamers  and  50  per  cent  for  paddle  steamers. 

'  See  Appendix  X  to  this  report,  p.  383. 


alies. 


488  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

(2)  The  actual  contents  of  engine  and  boiler  space  and  permanent  bunkers; 

with  the  proviso  that  this  deduction  should  not  exceed  50  per  cent  of  the  gross 

tonnage,  except  in  the  case  of  tugboats. 

deteraSI?whl7irthe  34,  Keeping  in  view  all  these  considerations,  it  is  clear  that  we  have  to 

best  practicable  sys-  determine  not  only  what  might  be  the  best  system  for  measuring  tonnage,  but 

what  under  existing  circumstances  is  the  best  practicable  system;  and  the 

advocates  of  any  radical  change  have  to  show  not  only  that  the  system  they 

propose  is  in  itself  greatly  superior  to  the  existing  system,  but  that  it  is  capable 

of  easy  practical  application. 

objects  to  be  at-  35.  The  following  seem  to  us  to  be  the  paramount  objects  to  be  attained 

tained  by  any  system.      .  ,  ,  pa 

by  any  system  tor  admeasurement  of  tonnage: 

(1)  Just  principles  of  taxation  as  between  those  who  pay  and  those  who 
receive  dues  on  shipping. 

(2)  Fairness,  as  between  the  different  classes  of  ships  in  respect  of  which 
such  dues  are  paid. 

(3)  The  probability  of  its  adoption  in  its  entirety  by  the  Governments  of 
foreign  countries. 

(4)  That  no  encouragement  be  given  to  the  construction  of  faulty  or  un- 
seaworthy  ships. 

systems  of  tonnage  36.  Considering  the  great  complexity  of  the  subject,  there  is  probably  no 

conceivable  system  which  woidd  attain  these  objects  with  absolute  perfection, 
None  tree  from  anom-  nor  which  would  be  entirely  free  from  anomalies  and  practical  difficulties.  We 
readily  admit  that  the  measurement  of  the  internal  cubical  capacity,  with  a 
gross  and  register  tonnage,  is  not  an  absolutely  perfect  system,  and  that  under 
its  operation  some  anomalies  and  inequalities  exist,  all  of  which  can  not  be 
completely  removed.  We  further  concede  that  in  a  plan  by  which  the  tonnage 
Gross  and  register  should  be  based  on  dead  weight  carrying,  pure  and  simple,  or  on  the  displace- 
ment of  the  ship,  either  between  the  light  and  load  lines,  or  below  the  load  line 
only,  or  on  the  time  and  dock  space  occupied  by  the  ship,  there  is  an  apparent 
simplicity  which,  whatever  other  questions  might  arise,  commends  itself,  at 
first  sight,  to  very  favorable  consideration.  The  complicated  questions  as  to 
water-ballast  double-bottom  spaces,  as  to  the  admeasurement  of  awning  decks 
and  other  superstructures  above  the  line  of  immersion,  and  as  to  the  deductions 
for  propelling  power  would  be  avoided,  and  if  all  ships  were  designed  and  used 
for  the  carriage  of  dead-weight  cargoes,  a  system  founded  on  the  capacity  for 
carrying  dead  weight  would  undoubtedly  give  equality  of  treatment  as  between 
ship  and  ship. 
wouMd"o*p'!ratettur>  87.  But  a  dead-weight  or  a  displacement  basis  for  tonnage  would,  it  appears 

equally-  to  us,  operate  so  unequally  in  respect  of  ships  engaged  in  the  conveyance  of 

passengers  and  of  light  and  valuable  cargoes  as  to  produce  anomalies  even 
greater  than  those  at  present  complained  of. 

A  cargo  steamer  with  a  displacement  of  1,000  tons  between  her  light  and 
load  lines  would  possess  a  tonnage  and  contribute  to  dues  and  charges  to  an 
extent  ten  times  greater  than  a  passenger  steamer  of  similar  dimensions  with 
a  displacement  of  only  100  tons  and  which  might  not  only  be  the  more  valua- 
ble, but  the  more  profitable  of  the  two  vessels.  Gradations  would  exist  between 
the  two  extremes  just  instanced  in  respect  to  ships  engaged  in  conveyance  of 
metals  and  heavy  grain  and  those  trading  with  ports  where  cotton,  tea,  wood, 
and  other  light  freight  are  the  staple  articles  of  export, 
ing  "Inequality "by^a  38.  It  is  urged  that  this  inequality  might  be  rectified  by  a  load  line  on  all 

load  ime.  ships,  based  on  their  utmost  dead- weight  carrying  capacity  consistent  with  safety 

under  the  most  favorable  circumstances;  but  this  suggestion  would  not  meet 
the  difficulty  in  respect  to  ships  designed  to  sad  on  a  fixed  draft.     To  resort  to 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  4&9 

this  scheme  of  placing  a  load  line  to  be  employed  solely  for  the  purpose  of  giving  a 
tonnage  for  taxation  would,  it  seems  to  us,  oidy  introduce  a  new,  useless,  and 
vexatious  complication,  as  no  passenger  ship  would  ever  be  loaded  to  that  point. 
It  has  been  further  suggested  that  a  proportion  of  space  in  the  hull  above 
the  load  line  should  be  added  to  the  displacement  tonnage  in  respect  of  ships 
engaged  in  the  passenger  or  light  cargo  trades,  but  this  is  open  to  the  objection 
that  it  would  call  into  operation  two  distinct  principles  in  assessing  the  tonnage 
of  one  ship. 

39.  A  dead-weight  or  a  displacement  tonnage  based  on  a  load  line  neces-  b^t^umoritotife 
sitates  the  fixing,  by  authority,  and  for  this  purpose  only,  of  such  a  line  upon  luadlme- 

the  39,000  vessels  which  constitute  the  mercantile  marine  of  the  British  Empire, 
inasmuch  as  we  conceive  that  it  would  be  manifestly  objectionable  that  an  owner 
should  Airtually  assess  the  tonnage  of  his  ship  by  permitting  him  to  fix  Ms  own 
load  line  for  that  purpose.  In  short,  such  a  system  would  introduce  into  what 
is  now  a  pure  question  of  tonnage  all  the  varied  considerations  as  to  seaworthi- 
ness and  safety  that  can  possibly  arise  concerning  the  build,  form,  equipment, 
loading,  and  employment  of  ships,  points  on  which  there  are  grave  differences 
of  opinion  in  this  country,  and  on  which  it  would  be  impossible  to  expect  acquies- 
cence or  unanimity  amongst  foreign  Governments. 

The  question  as  to  whether  a  compulsory  load  line  fixed  by  authority  is  rel^?jf?°r!Je1toa^ant 
desirable  or  practicable  involves  weighty  considerations  both  of,  principle  and  t0  "tonnage." 
of  detail.  It  is  not  directly  referred  to  us  by  Your  Majesty's  warrant,  and  we 
therefore  have  not  deemed  ourselves  authorized  to  do  more  than  to  elicit 
opinions  thereon  in  connection  with  tonnage  from  some  of  the  persons  who  have 
tendered  themselves  for  examination.  We,  however,  are  of  opinion  that  if 
adopted  at  all  such  a  load  hue  should  be  dealt  with  in  reference  to  what  is  its 
real  object,  viz,  safety.     It  should  not  be  mixed  up  with  a  question  of  tonnage. 

40.  The  suggestion  that  dues  should  be  paid  on  gross  tonnage  arrived  at  as     Gross    tonnage    as 
at  present,  'with  a  reduction  of  rate  in  favor  of  steamers,  woidd  not  solve  the  sidered. 
difficulties  arising  out  of  the  present  system.     What  that  reduction  should  be 

would  raise  a  diilicult  subject  of  controversy,  and  there  would  still  remain  the 
questions  as  to  the  treatment  of  water-ballast  double  bottoms  and  of  awning- 
deck  and  other  erections,  and  a  virtual  deduction  for  propelling  space  would 
have  to  be  made,  though  in  another  form,  involving  a  remodeling  of  all  dock, 
harbor,  Suez  Canal,  and  Danube  dues. 

41.  There  remains  to  be  considered  the  suggestion  that  a  tonnage  for  ships  suggestion  that  ton- 
is  unnecessary,  and  that  payment  of  dues  and  charges  should  be  based  on  the  and  other  basis  of  taxa- 
dimensions  of  a  ship  (in  the  opinion  of  some  persons  the  length  and  breadth 

only,  and  in  that  of  others  with  the  addition  of  depth  also),  and  the  time  during 
which  she  occupies  the  water  and  quay  accommodation. 

The  reply  of  dock  authorities  and  others  is  that  such  a  system  would  be  an 
uncertain,  complicated,  and  troublesome  one  to  all  parties  concerned;  that  the 
accommodation  required  and  afforded  varies  in  respect  to  classes  of  ships  and 
cargoes;  that  facilities  for  rapid  discharge  necessitate  costly  appliances,  and  are 
highly  valued  and  readily  paid  for,  in  addition  to  ordinary  dock  rates,  by  ships 
under  special  circumstances;  and,  finally,  that  as  quickness  of  discharge  is  more 
especially  desired  in  respect  to  the  most  valuable  ships  and  cargoes,  payment 
by  time  would  greatly  favor  one  class  of  ship  to  the  disadvantage  of  others  less 
valuable. 

42.  After  carefully  weighing  all  the  considerations  surrounding  this  com-  .  Principle  on  which 

,  ii-rrii  ,i-  ^""*      tonnage  is,  at  present, 

plex  and  difficult  subject,  and  having  special  regard  to  the  following  facts:  ascertained,    affirmed 

„.  _,.  i  -i  ky  commissioners. 

Fust.  That  the  39,000  ships,  of  all  descriptions  and  size,  constituting 
the  British  mercantile  marine  are  now  admeasured  under  a  system 
6186;°— 13 32 


i'dU  MEASUKEMENT    OF    VESSELS    FOR    PANAMA    CANAL. 

based  on  internal  cubical  capacity,  with  deductions  for  crew  and 
propelling  space,  and  that  the  mercantile  and  shipping  community 
are  familiar  therewith  and  base  then  transactions  thereon; 
Second.  That  all  the  chief  maritime  countries  of  Europe,  the  United 
States,  the  Suez  Canal  Co.,  and  the  Danubian  Commission  have 
adopted  our  system,  and  that  it  is  very  desirable  for  statistical 
purposes  and  uniformity  of  taxation  that  an  international  tonnage 
should  be  established; 
Third.  That  the  dues  levied  in  British  and  many  foreign  ports,  and 
by  the  commissioners  of  lights,  are  on  our  present  tonnage,  and 
that  great  confusion,  expense,  and  difficulty  would  arise  on  their 
adjustment  to  any  other  system; 
Fourth.  That  many  important  financial  engagements  are  based  on 

dues  levied  under  the  present  system; 
Fifth.  That  anomalies  and  inequalities  would  exist  in  any  alternative 

scheme  that  has  been  suggested  to  us;  and 
Lastly.  That  one  of  the  merits  claimed  for  those  alternative  sj^stems 
is  that  they  practically  arrive  at  the  present  tonnage  by  other 
means ; 
we  have  come  to  the  conclusion  that  we  can  not  recommend  a  change  in  the  law 
which  would  affect  the  principle  on  which  tonnage  is  ascertained,  viz,  the 
contents  of  the  internal  capacity  of  a  ship  represented  by  a  roomage  or  space  ton 
of  100  cubic  feet,  with  deductions  for  propelling  space. 
Present  law  requires  43,  We,  however,  are  of  opinion  that  the  law  is  defective,  and  requires  to  be 

amendment  in  several  .  .... 

particulars.  amended  in  several  particulars,  and  we  report  that  its  principle  is  not  fully  and 

properly  carried  into  effect;  that  the  terms  of  the  rules  require  amendment,  so 
as  to  make  them  suitable  to  the  present  state  of  shipbuilding;  and  that  in  certain 
particulars,  to  which  we  proceed  to  call  attention,  it  is  not  altogether  fair  in  its 
operation  as  between  those  who  pay  and  those  who  receive  dues  on  shipping, 
and  as  between  the  different  classes  of  those  who  pay  such  dues. 
Recommendations.  44.  T0  carry  into  effect  these  conclusions  we  recommend — 

Rules  tor  admeasure-  (a)  That  the  rules  for  admeasurement  now  in  force  should  be  amended  so 

ment  now  in  force  to  be  ^    ' 

amended.  as  ^0  gjve  greater  freedom  to  the  authority  charged  with  the  duty  of  carrying 

them  into  effect  and  to  insure  the  utmost  accuracy  in  ascertaining  the  contents 
of  spaces. 

abKkon^ssds512""  d>)  That  special  rules,  suitable  to  the  present  state  of  shipbuiltUng,  be 

framed  for  the  admeasurement  of  iron  vessels. 

menTo^ronswp^1116"  (c)  That  the  depth  for  the  measurement  of  tonnage  of  iron  ships  should 

be  from  the  tonnage  deck  to  the  top  of  the  floor  plates,  subject  to  a  limitation 
as  to  the  depth  of  the  floor  plates  to  be  allowed  in  the  measurement.  In  fixing 
this  limitation  regard  should  be  had  to  the  breadth  as  well  as  to  the  depth  of  the 
ship.  We  append  a  list  of  vessels  at  present  registered  having  a  bracket  or 
cellular  double  bottom,  showing  the  proportion  which  the  depth  of  the  double 
bottom  bears  to  the  breadth  and  depth  of  the  ship;  which,  taken  in  connection 
with  established  practice  as  to  depth  of  floor  plates  in  vessels  of  various  types, 
will  furnish  data  on  which  equitable  detailed  rules  can  be  framed  for  the  pur- 
poses of  legislation. 

should  indude.tonnase  (d)  That  gross  tonnage  should  be  made  to  include  all  permanently  covered 

and  closed-in  spaces  above  the  uppermost  deck;  and  that  erections  with  open- 
ings either  on  deck,  or  coverings,  or  partitions  that  can  readily  be  closed  in, 
should  also  be  included  in  gross  tonnage,  but  that  skylights  of  saloons  booby 
hatches  for  the  crew,  light  and  air  spaces  for  the  boiler  and  engine  rooms  when 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  491 

situated  above  the  uppermost  deck,  as  well  as  erections  for  the  purposes  of 
shelter,  such  as  turtle-backs,  open  at  one  end,  and  light  decks  supported  on 
pillars  and  uninclosed,  should  not  be  measured  for  the  purpose  of  their  contents 
forming  part  either  of  the  gross  or  register  tonnage.  Cargo  carried  under  such 
erections  should  continue  to  be  measured  for  dues  under  the  act  of  1876,  the 
same  as  if  stowed  on  the  open  deck. 

(e)  That  for  the  purpose  of  arriving  at  a  register  tonnage  that  shall,  as     How  register  tannage 

^   '  tr      1  °  "  .  °  should  be  arrived  at. 

nearly  as  is  practicable,  represent  the  actual  space  m  a  ship  avanable  for  cargo, 
there  should  be  added  to  the  deduction  at  present  made  for  crew  space  the  con- 
tents of  the  master's  cabin,  provided  it  be  used  solely  by  the  master  and  crew; 
and,  further,  that  there  be  deducted  the  contents  of  spaces  used  for  the  working 
of  the  helm,  the  capstan,  the  anchor  gear,  and  for  keeping  the  charts,  signals, 
and  other  instruments  of  navigation  and  boatswain's  stores,  and  also  the  spaces 
occupied  by  donkey  engine  and  boiler  if  connected  with  the  main  pumps  of 
the  ship. 

(f)  That  sailing  vessels  be  further  allowed  a  deduction  for  the  space  occu-     Further  allowance  to 

y  y  o  r  sauing  vessels  for  sail- 

pied  by  the  sail  rooms,  this  deduction  not  to  exceed  2 \  per  cent  on  the  gross  room  space. 
tonnage. 

(a)  That  the  deduction  for  propelling  space  in  steamers  should  be  the  actual     Deduction  for  pro- 

vJy  r      r         _  o     r  ^  ^  ^  pelling  space  in  st  am- 

space  set  apart  by  the  owner,  at  his  discretion,  for  the  engine  and  boiler  room  ers- 
and  permanent  bunkers,  provided  that  such  space  be  inclosed  and  separated 
from  the  hold  of  the  ship  by  permanent  bulkheads,  and  that  the  bunkers  be  so 
constructed  that  no  access  can  be  obtained  thereto  otherwise  than  through 
the  ordinary  coal  chutes  on  deck,  or  in  the  ship's  side,  or  from  the  openings 
in  the  engine  room  or  stoke  hold;  but  that  to  meet  the  varying  requirements 
as  to  fuel  of  steamers  engaged  in  long  voyages,  and  to  encourage  ample  ven- 
tilation to  boiler  and  engine  rooms  in  hot  climates,  owners  of  steamers  should 
have  the  option  to  claim  as  deduction  for  propelling  space  the  actual  con- 
tents of  engine  and  boiler  space  plus  75  per  cent  thereon  in  the  case  of  screw 
steamers  and  50  per  cent  in  the  case  of  paddle  steamers,  without  restriction 
as  to  extent,  construction,  and  use  of  bunkers:  Provided  always,  That  the 
deduction  for  propelling  space  shall  not  exceed  33  per  cent  of  the  gross  tonnage 
of  any  screw  steamer  and  shall  not  exceed  50  per  cent  of  the  gross  tonnage 
of  any  paddle  steamer. 

(h)  That  there  shall  not  be  deducted  from  the  gross  tonnage  the  contents  noVona^tsinc0/ud|dacfn 
of  any  spaces  that  have  not  first  been  included  therein.  Suctednage  not  t0  ^ 

(i)  That  the  spaces  above  the  uppermost  deck  that  are  measured  into     certain  spaces  above 

v  '  r  rr  uppermost  deck  to  be 

gross   tonnage  should  be  specified  with  then  contents  on  the  certificate  of  ^eoi^  in  certiflcate 

registry  of  British  ships  and  that  the  spaces  whose  contents  are  deducted  from 

gross  tonnage  should  in  like  manner  be  specified  on  the  certificate  of  registry; 

and,  further,  that  the  carrying  of  passengers  and  cargo  (including  live  stock)      carriage  of  passen- 

in  spaces  deducted   from  gross  tonnage   be  prohibited  under  penalties  except  duChf{?-teSciiaces  t0  ^ 

under  the  second  rule  for  deduction  of  propelling  space. 

45.  As  regards  provision  for  water  ballast  it  seems  to  us  that  although  water  ballast, 
double-bottom  spaces  may  not  be  used  for  the  stowage  of  cargo  they  often 
practically  contribute  to  freight  earning,  inasmuch  as  the  entire  hold  in  such 
cases  is  avadable  for  light  cargo,  whereas  a  portion  of  the  hold  in  a  ship  not 
fitted  with  water  ballast  would  be  unremuneratively  occupied  by  stone  or 
other  material  for  ballast.  It  is  also  manifest  that  a  ship  fitted  with  a  double 
bottom  on  the  bracket  or  cellular  system  is  externally  a  larger  ship  and  is  cap- 
able of  carrying  more  dead-weight  cargo,  with  a  given  freeboaTd,  than  a  ship 
of    the   same  internal  dimensions    and   of    precisely  the   same  tonnage,  con- 


492  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

structed  without  a  double  bottom,  or  with  double-bottom  water  ballast  on  the 
Mclntyre  system.  It  is,  therefore,  our  opinion,  notwithstanding  the  statements 
referred  to  in  section  19  of  this  report,  that  whilst,  on  the  one  hand,  ships 
constructed  to  carry  water  as  ballast  should  not  have  undue  advantage  in  the 
admeasurement  of  tonnage  over  ships  carrying  other  sorts  of  ballast;  on  the 
other  hand,  they  should  not  be  placed  at  a  disadvantage.  We  would  leave 
owners  at  liberty  to  make  such  water-ballast  arrangements  as  they  please  in 
each  case,  but  we  do  not  think  that  any  water-ballast  spaces  which  may  be 
situated  above  the  floor  plates,  or  above  the  point  indicated  by  the  limita- 
tion as  to  the  depth  of  the  floor  plates,  should  be  exempted  from  measure- 
ment into  tonnage. 
Board  of  trade  should  46.  The  determination  of  all  the  details  of  tonnage  admeasurement  bv 

have  power  to  modifv  °  ^ 

details  of  admeasure-  acts  of  Parliament,  without  possibility  of  modification,  seems  to  us  m  some 

ment.  r  "  ... 

degree  to  hinder  the  free  development  of  naval  construction,  and  it  would  be 
for  the  advantage  of  the  mercantile  marine  if  the  board  of  trade  were  empowered 
to  modify  these  details  to  meet  special  and  unforeseen  alterations  in  the 
designs  of  ships,  a  return  of  such  modifications  to  be  laid  upon  the  table  of  the 
House  of  Commons  within  40  days  of  their  introduction  or  of  the  sitting  of 
the  House. 
Legislation  not  to  be  47,  We  are  of  opinion  that  legislation  to  carrv  into  effect  these  recommenda- 

made  retrospective.  r  ...  . 

tions  should  not  be  retrospective  m  its  operation. 

All  which  we  humbly  submit  to  Your  Majesty's  gracious  consideration. 

C.  M.  Norwood.  Robert  Capper. 

J.  Stokes.  T.  D.  Hornby. 

E.  J.  Reed.  Wm.  Pearce. 

Thomas  Gray.  T.  B.  Royden. 

James  P.  Corry. 
J.  Edward  Wilkins,  Secretary. 

August  25,  1881. 


APPENDIX  XIX. 


LAW,    RULES,  AND   REGULATIONS   FOR   THE   GOVERN- 
MENT OF  ST.  MARYS  FALLS  CANAL. 


493 


APPENDIX  XIX. 


LAW,    RULES,   AND    REGULATIONS    FOR    THE    GOVERNMENT    OF    ST.    MARYS    FALLS 

CANAL,   MICH. 


The  Law. 

[Extract  from  act  of  Congress,  Aug.  17,  1894.] 

Sec.  4.  That  it  shall  be  the  duty  of  the  Secretary  of  War  to  prescribe  such  rules  and  regu- 
lations for  the  use,  administration,  and  navigation  of  any  or  all  canals  and  similar  works  of 
navigation  that  now  are,  or  that  hereafter  may  be,  owned,  operated,  or  maintained  by  the 
United  States  as  in  his  judgment  the.  public  necessity  may  require. 

Such  rules  and  regulations  shall  be  posted  in  conspicuous  and  appropriate  places,  for  the 
information  of  the  public,  and  every  person  and  every  corporation  which  shall  knowingly  and 
willfully  violate  such  rules  and  regulations  shall  be  deemed  guilty  of  a  misdemeanor,  and  on 
conviction  thereof  in  any  district  court  in  the  United  States  within  whose  territorial  jurisdic- 
tion such  offense  may  have  been  committed  shall  be  punished  by  a  fine  not  exceeding  five  hun- 
dred dollars,  or  by  imprisonment  (in  the  case  of  a  natural  person)  not  exceeding  six  months, 
in  the  discretion  of  the  court. 

Rules  and  Regulations, 
administration. 

1.  The  canal  and  all  its  appurtenances  shall  be  in  charge  of  the  officer  of  the  Corps  of 
Engineers,  United  States  Army,  detailed  for  that  duty  by  the,  Secretary  of  War.  His  repre- 
sentative at  the  locality  shall  be  the  assistant  engineer  in  local  charge  of  the  works  of  river  and 
harbor  improvement,  who,  for  canal  purposes,  shall  be  styled  general  superintendent.  Except 
in  case  of  emergency  all  orders  and  instructions  from  the  engineer  officer  in  charge  shall  be 
communicated  to  the  canal  force  through  the  general  superintendent.  In  case  of  emergency, 
however,  he  is  authorized  to  take  such  steps  as  may  be  immediately  necessary  without  waiting 
for  instructions  from  the  engineer  officer  in  charge. 

2.  The  canal  force  shall  consist  of  one  superintendent,  one  clerk,  three  assistant  superin- 
tendents, and  such  engineers,  watchmen,  foremen,  lockmen,  and  laborers  as  may  be  necessary 
to  the  efficient  operation  of  the  canal  and  care  of  grounds  and  other  public  property  per- 
taining to  the  canal. 

3.  The  superintendent  shall  be  charged  with  the  immediate  control  and  management  of 
the  entire  force.  He  shall  see  that  all  members  perform  their  respective  duties,  and  that  all 
rules  and  regulations  for  use  of  the  canal  and  grounds  are  duly  enforced,  to  which  end  he  is 
authorized  to  give  all  necessary  orders  and  directions  in  accordance  with  said  rules  and  regula- 
tions, both  to  employees  of  the  Government  and  to  any  or  every  person  within  the  limits  of 
the  canal  or  the  grounds  pertaining  thereto,  whether  navigating  the  canal  or  not.  In  case 
of  his  absence  or  disability  his  duties  shall  be  performed  on  their  respective  watches  by  the 
assistant  superintendents. 

495 


496  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

4.  The  clerk  shall  keep  the  books  and  records  pertaining  to  the  canal  and  grounds.  He 
shall  see  to  the  collections  of  all  required  statistical  information  relating  to  the  business  of  the 
canal.  He  shall  prepare  all  vouchers  and  perform  all  other  duties  that  may  arise  of  a  similar 
character. 

5.  The  remainder  of  the  canal  force  shall  be  divided  into  three  watches,  each  consisting  of 
one  assistant  superintendent  and  the  necessary  enginemen,  watchmen,  foremen,  lockmen,  and 
laborers.  The  duration  of  each  watch  shall  be  eight  hours,  and  the  watches  shall  be  kept  in 
rotation,  but  in  case  of  emergency  the  superintendent  may  vary  the  duration  of  the  watches, 
the  ordinary  routine  to  be  resumed  as  soon  as  the  emergency  has  passed. 

6.  Under  the  personal  direction  of  its  assistant  superintendent  the  individual  members  of 
each  watch  during  its  tour  of  duty  will  be  employed  in  passing  vessels  through  the  canal,  in  the 
care  and  protection  of  the  canal  and  grounds,  as  well  as  of  all  other  property  belonging  to  the 
United  States.  They  are  enjoined  to  be  diligent  and  attentive  in  the  performance  of  their 
duties,  courteous  but  firm  to  all  with  whom  they  come  in  contact,  and  to  never  lose  sight  of 
the  fact  that  the  purpose  of  their  employment  is  to  facilitate  the  use  of  the  canal. 

USE  AND  NAVIGATION  OF  THE  CANAL. 

7.  The  "canal  grounds"  when  used  in  these  rules  will  mean  all  of  these  grounds  which 
have  been  set  aside  for  the  use  of  the  canal  or  occupied  in  its  construction  and  including  the 
area  covered  by  its  riparian  rights:  Therefore  the  western  limit  is  the  end  of  the  pier  on  which 
the  lighthouse  stands,  and  the  eastern  limit  is  the  northeastern  corner  of  Old  Fort  Brady  Reser- 
vation. The  "canal"  is  the  water  lying  between  these  two  points  and  the  bed  and  banks 
containing  the  same. 

8.  The  movement  of  all  vessels,  boats,  or  other  floating  things  in  the  canal  shall  be  under 
the  direction  of  the  superintendent  and  his  assistants,  whose  orders  and  instructions  must  be 
obeyed. 

9.  All  steamers  desiring  to  use  the  locks  shall  signal  for  the  same  by  two  long  and  two 
short  blasts  of  the  whistle. 

10.  No  tow  shall  enter  or  pass  through  the  canal  with  a  towline  more  than  400  feet  in 
length. 

11.  In  passing  the  canal  vessels  or  boats  belonging  to  the  United  States  Government  shall 
have  precedence  over  all  others.  All  registered  merchant  vessels  must  pass  through  the' canal 
and  locks  in  the  order  of  their  arrival  at  the  canal,  unless  otherwise  directed  by  the  superin- 
tendent or  his  assistant  in  charge.  The  time  of  arrival  at  the  canal  wTill  be  the  time  of  crossing 
the  straight  lines  which  join  the  extremes  of  the  piers  at  the  eastern  and  western  ends  of  the 
canal,  respectively.  Unregistered  craft  will  not  be  locked  separately  unless  specially  per- 
mitted by  the  superintendent  or  by  one  of  the  assistant  superintendents  of  the  canal. 

12.  No  person  in  charge  of  a  boat  coming  from  above  shall  bring  it  within  400  feet  of  the 
upper  gates  until  they  are  made  ready  for  it  to  enter,  and  no  person  in  charge  of  a  boat  coming 
from  below  shall  bring  it  within  200  feet  of  the  lower  gates  untd  they  are  ready  for  entrance. 

13.  Upon  each  passage  through  the  canal  masters  or  clerks  of  vessels  or  boats  shall  report 
to  the  canal  office,  upon  prescribed  forms,  a  statement  of  passengers,  freight,  and  registered 
tonnage,  and  such  other  statistical  information  as  may  be  required  by  the  blank  forms  which 
are  issued  to  them  for  the  purpose. 

14.  No  business,  trading,  or  landing  of  freight  or  baggage  will  be  allowed  on  or  over  the 
canal  piers  or  lock  walls,  nor  over  the  piers  or  grounds  forming  a  part  of  the  canal  or  its  appur- 
tenances, except  such  small  articles  as  may  be  readily  carried  in  the  hand.  All  persons  in 
charge  of  or  employed  on  any  ferryboat  are  prohibited  landing  such  boat  at  any  of  the  canal 
piers. 

15.  No  person  in  charge  of  or  employed  on  any  vessel  or  boat  shall  moor  it  to  the  piers 
except  when  specially  permitted  by  the  superintendent,  and  then  only  in  such  places  and  for 
such  times  as  he  may  direct. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  497 

16.  No  person  shall  throw  any  material  of  any  kind  into  the  canal,  nor  shall  any  person 
clean  flues  in  the  locks. 

17.  All  persons,  whether  in  charge  of  vessels  or  not,  are  prohibited  from  willfully  or  care- 
lessly damaging  the  canal  grounds,  the  canal,  or  any  part  thereof. 

18.  No  person  shall  enter  or  navigate  the  canal  with  a  boat  which  when  entering,  or  while 
navigating  the  canal,  shall  have  an  iron  or  irons  projecting  from  it  or  rough  surface  or  surfaces 
on  it  which  would  be  liable  to  damage  the  lock  walls  or  canal  piers. 

19.  No  person  shall  cause  or  permit  any  vessel  or  boat  of  which  he  is  in  charge,  or  on  which 
he  is  employed,  to  in  any  way  obstruct  the  canal  or  delay  hi  passing  through  it,  unless  he  is 
permitted  to  do  so  by  the  superintendent  or  one  of  the  assistant  superintendents  of  the  canal. 

20.  In  case  of  any  vessel,  boat,  or  other  craft  or  raft  sinking  or  grounding  in  the  canal  or 
otherwise  obstructing  it  the  general  superintendent,  or  in  his  absence  the  superintendent  of 
the  canal  or  the  assistant  superintendent  for  the  time  being,  acting  as  superintendent,  shall 
have  the  right  to  take  possession  of  such  vessel,  boat,  or  other  craft  or  raft,  as  shall  be  necessary 
for  the  purpose,  and  remove  it  and  clear  the  canal  of  the  obstruction  caused  by  it,  and  no  one 
shall  interfere  with  or  prohibit  him  from  doing  so  or  do  anything  that  will  tend  to  interfere 
with  or  prohibit  him  from  doing  so. 

21.  On  the  canal  being  obstructed  by  a  vessel  or  boat  or  other  craft,  or  a  raft,  by  sinking, 
grounding,  or  otherwise,  the  general  superintendent  of  the  canal,  the  superintendent,  or  one  of 
the  assistant  superintendents,  in  the  contingency  and  in  the  sequence  named  in  the  preceding 
paragraph,  may  give  notice  in  writing. 

The  foregoing  rules  and  regulations  for  the  government  of  St.  Mary's  Falls  Canal,  Mich., 
shall  be  of  force  and  effect  upon  the  opening  of  navigation  for  the  season  of  1895.1 

Daniel  S.  Lamont.  Secretary  of  War. 

1  These  rules  were  in  force  unamended  in  1912. 


APPENDIX  XX. 


REGULATIONS  PRESCRIBED   BY  THE  SECRETARY  OF 

WAR  FOR  THE  USE,  ADMINISTRATION,  AND 

NAVIGATION  OF  THE  LOUISVILLE  AND 

PORTLAND  CANAL. 

499 


Appendix  XX. 

UNITED  STATES  REGULATIONS  PRESCRIBED  BY  THE  SECRETARY  OF  WAR  FOR  THE 
USE,  ADMINISTRATION,  AND  NAVIGATION  OF  THE  LOUISVILLE  AND  PORTLAND 
CANAL.1 


AUTHORITY    AND    PENALTIES. 

The  river  and  harbor  act  of  August  IS,  1S94,  contains  the  following  sections: 

"Sec.  4.  That  it  shall  be  the  duty  of  the  Secretary  of  War  to  prescribe  such  rules  and  regulations  for  the  use, 
administration,  and  navigation  of  any  or  all  canals  and  similar  works  of  navigation  that  now  are  or  that  hereafter  may 
be  owned,  operated,  or  maintained  by  the  United  States  as  in  his  judgment  the  public  necessity  may  require. 

"Such  rules  and  regulations  shall  be  posted,  in  conspicuous  and  appropriate  places,  for  the  information  of  the 
public;  and  every  person  and  every  corporation  which  shall  knowingly  and  wilfully  violate  such  rules  and  regulations 
shall  be  deemed  guilty  of  a  misdemeanor  and,  on  conviction  thereof  in  any  district  court  of  the  United  States  within 
whose  territorial  jurisdiction  such  offense  may  have  been  committed,  shall  be  punished  by  a  fine  not  exceeding  five 
hundred  dollars,  or  by  imprisonment  (in  the  case  of  a  natural  person)  not  exceeding  six  months,  in  the  discretion  of  the 
court." 

1.  Authority  of  canal  officers. — The  movement  of  all  boats  and  floating  craft  of  every  kind, 
while  in  the  canal,  shall  be  strictly  governed  by  the  orders  of  the  canal  officers. 

2.  Entrance  to  canal. — No  boat  or  floating  craft  shall  enter  the  canal  from  either  direction 
without  permission.  In  case  two  or  more  boats  or  tows  wish  to  enter  at  the  same  time,  their 
order  of  entry  shall  be  determined  by  the  superintendent  of  the  canal,  or  his  authorized  agent. 

3.  Draft  of  boats. — No  boat,  barge,  or  vessel  of  any  kind  shall  enter  the  canal  drawing  more 
water  than  is  shown  by  the  canal  gauges. 

If..  Handling  of  tows. — Tows  must  be  strung  out  no  more  than  three  wide  for  passage  through 
the  canal  before  entering.  While  thus  engaged  in  preparing  for  passage  they  must  always  leave 
room  for  packets  to  enter  or  leave  the  canal.  The  size  of  a  single  tow  must  in  no  case  exceed  the 
following: 

(1)  Twelve  coal  boats  and  four  fuel  boats. 

(2)  Ten  model  barges  and  four  fuel  bouts. 

(3)  Twenty  square  barges. 

5.  Boats  meeting  in  canal. — Boats  meeting  in  the  canal  shall  pass  to  starboard;  if  unable  to 
pass  in  the  canal  proper,  the  boat  nearest  to  a  turn-out  basin  shall  take  it;  in  case  of  doubt, 
the  ascending  boat  shall  enter  the  basin. 

6.  Management  of  boats  in  canal. — No  boat  shall  attempt  to  run  ahead  of  another  while 
in  the  canal.     The  boat  that  enters  first  shall  have  precedence,  except  as  provided  hereinafter. 

7.  Unnecessary  delay  in  canal. — Boats  or  barges  must  not  obstruct  navigation  by  unneces- 
sary delay  in  entering  or  passing  through  the  canal  or  the  locks.  After  passing  through  the 
locks,  ascending  barges  must  be  so  arranged  in  the  basin  as  to  leave  the  passage  clear;  descending 
barges,  as  soon  as  locked  through,  must  be  removed  to  some  point  below  the  lower  end  of  the 
guiding  wall.  Masters  and  pilots  will  be  held  to  a  strict  accountability  that  the  approaches 
to  the  locks  are  not  at  any  time  obstructed  by  barges  that  have  passed  through. 

8.  Station  wliile  waiting  for  loelcage. — Descending  boats  and  tows  will  wait  for  lockage  in 
the  basin  above  the  locks;  ascending  boats  and  tows,  waiting  for  the  new  locks,  will  remain 
below  the  lower  end  of  the  guiding  wall.  In  all  cases  a  free  passage  to  and  from  the  locks  must 
be  left. 

i  Rules  of  Oct.  12, 1S94,  as  amended  Sept.  16, 1898  and  Feb.  21,  1911. 

501 


502  MEASUREMENT   OF   VESSELS   FOK   PANAMA   CANAL. 

9.  Signals. — Boats  will  signal  for  drawbridges  by  three  short  and  distinct  whistles ;  for  locks 
by  four  simdar  whistles. 

10.  Precedence  at  loclcs. — Ordinarily,  the  boat  arriving  first  at  a  lock  will  be  the  first  to  be 
locked  through;  but  where  many  boats  are  to  be  passed,  precedence  shall  be  given,  firstly,  to 
boats  belonging  to  the  United  States,  and,  secondly,  to  boats  carrying  the  United  States  mad. 
Passenger  boats  shall  also  have  precedence  over  tows,  and  loaded  tows  over  empty  ones. 

11.  Loss  of  turn. — Boats  that  fad  to  enter  a  lock  with  reasonable  promptness,  after  being 
authorized  to  do  so,  shall  lose  their  turn. 

12.  Moorings  in  locks. — Steamboats  when  in  the  locks  shall  be  moored  by  bow  and  stern 
lines  to  the  snubbing  posts  provided  for  that  purpose. 

13.  Protection  of  loci"  gates. — Boats  will  not  be  permitted  to  enter  or  leave  the  locks  untd 
the  lock  gates  are  fully  in  the  gate  recesses,  and  the  lockmaster  has  ordered  the  boat  to  start. 

H.  Use  of  coital  as  ice  harbor. — Boats  will  be  permitted  to  use  the  canal  as  an  ice  harbor 
whenever  danger  from  ice  is  imminent,  but  all  such  craft  must  leave  the  canal  as  soon  as  naviga- 
tion is  resumed. 

15.  Commercial  statistics. — Masters  or  clerks  of  boats  shall  furnish  m  writing  to  the  superin- 
tendent of  the  canal  such  statistics  of  passengers  and  cargo  as  may  be  required. 

16.  Handling  gates. — No  one  not  employed  by  the  United  States  for  that  purpose  wdl  be 
allowed  to  move  any  gate  or  valve  belonging  to  the  canal. 

17.  Damages  to  walls  or  fixtures. — The  sides  of  aU  craft  passing  through  the  canal  must  be 
free  from  projections  of  any  kind  that  might  injure  the  walls.  Steamboats  must  be  provided 
with  suitable  fenders. 

18.  Refuse  in  canal. — The  placing  of  any  ashes,  refuse,  or  obstruction  in  the  canal,  or  in  the 
locks,  or  on  the  walls  thereof,  is  prohibited. 

19.  Trespass  on  canal  property. — Trespass  on  canal  property,  or  injury  to  the  canal  banks, 
locks,  fences,  trees,  houses,  shops,  or  any  other  property  of  the  United  States  pertaining  to  the 
canal,  is  strictly  forbidden. 

20.  Sunken  or  wrecked  boats,  vessels,  craft,  etc. — In  case  of  any  boat,  vessel,  or  other  craft, 
or  raft  sinking  or  grounding  in  the  canal,  or  otherwise  obstructing  it,  the  officer,  or  agent,  of  the 
United  States  in  charge  of  the  canal,  shall  have  the  right  to  take  such  possession  of  such  vessel, 
boat,  or  other  craft,  or  raft,  as  shall  be  necessary  for  the  purpose,  and  remove  it,  and  clear  the 
canal  of  the  obstruction  caused  by  it,  and  no  one  shall  interfere  with  or  prohibit  him  from  doing 
so;  or  do  anything  that  will  tend  to  interfere  with  or  prohibit  him  from  doing  so:  Provided,  That 
the  officer  or  agent  of  the  United  States  may,  in  his  discretion,  give  notice  in  writing  to  the 
owners  of  any  vessel,  boat,  or  other  craft,  or  raft,  obstructing  the  canal  as  aforesaid. 

21.  Fishing  from  dams  or  appurtenant  structures. — No  person  shall  fish  from  the  dams  or 
appurtenant  structures  without  proper  authority  from  the  officer  or  agent  in  charge,  nor  use 
such  structures  in  connection  with  any  mode  of  fishing  that  may  be  forbidden  by  the  laws  of  the 
State  of  Kentucky. 


APPENDIX   XXI. 


OPERATING  RULES  AND  NAVIGATION  CHARGES 

OF  THE  SUEZ  MARITIME  CANAL, 

JANUARY,  1913. 


503 


APPENDIX  XXI. 

OPERATING  RULES  AND  NAVIGATION  CHARGES  OF  THE  SUEZ  MARITIME  CANAL, 

JANUARY,   1913. 


[Extract  from  the  act  of  concession  dated  5th  January,  1856.] 

Article  14. 

"We  hereby  solemnly  declare  for  ourselves,  and  for  our  successors  under  reserve  of  rati- 
fication by  H.  I.  M.  the  Sultan,  the  great  maritime  canal  from  Suez  to  Pelushim  and  ports 
belonging  to  it  henceforth  and  forever  open,  as  neutral  passages  to  any  merchant  vessel  crossing 
from  sea  to  sea  without  any  distinction,  exclusion,  or  preference  whatever  for  persons  or 
nationalities,  against  the  payment  of  dues  and  execution  of  regulations  established  by  the  said 
universal  company  grantee  for  the  working  of  the  said  canal  and  its  dependencies. 

Article  17. 

"To  indemnify  the  company  for  the  expenses  of  construction,  maintenance,  and  working 
devolving  upon  them  by  these  presents,  we  authorize  the  company  henceforth,  and  during  the 
whole  term  of  their  lease  as  determined  by  clauses  1  and  3  of  the  preceding  article,  to  establish 
and  levy  for  the  passage  through  the  canals  and  ports  thereunto  appertaining  navigation, 
pilotage,  towage,  tracking,  or  berthing  dues  according  to  tariffs  which  they  shall  be  at  liberty 
to  modify  at  all  times  upon  the  following  express  conditions: 

"1st.  That  these  dues  be  collected  without  exception  or  favor  from  all  ships  under  like 
conditions. 

"2nd.  That  the  tariffs  be  published  three  months  before  they  come  into  force,  in  the  capitals 
and  principal  commercial  ports  of  all  nations  whom  they  may  concern. 

"3rd.  That  for  the  special  navigation  due  the  maximum  toll  shall  not  exceed  10  francs  per 
ton  of  capacity  on  vessels  and  per  head  of  passenger." 

RULES    OF   NAVIGATION. 

GENERAL. 

Article  1. 
obligation  to  comply  with  the  regulations. 

Section  1.  Transit  through  the  Suez  Canal  is  open  to  ships  of  all  nations,  subject  to  their 
complying  with  the  conditions  hereinafter  stated. 

On  receiving  a  copy  of  these  regulations,  captains  of  ships  bind  themselves  to  abide  by  and 
conform  with  them  in  all  points,  to  comply  with  any  requisition  made  in  view  of  their  due 
carrying  out,  and  obey  all  signals  prescribed  in  the  special  book  of  signals,  of  which  a  copy  is 
placed  at  their  disposal.1 

Sec.  2.  Mad  steamers,  ships  carrying  petroleum  in  bulk,  or  notified  as  having  explosives 
on  board,  and  ships  under  quarantine,  must  show  the  signals  prescribed  in  the  special  book  of 
signals.1 

Sec.  3.  Ships  carrying  petroleum  in  bulk  must  comply  with  these  regulations  and  also  with 
special  regulations,  a  copy  of  which  is  given  to  captains  on  their  arrival  in  one  of  the  canal  ports. 

Sec.  4.  The  navigation  of  undecked  vessels  is  governed  by  special  regulations,  a  copy  of 
which  is  handed  to  the  masters  before  enterinsr  the  canal. 


1  See  page  514  for  the  particulars  of  roads  and  harbor  pilot  signals. 
618r>l°— 13  -     33  505 


506  measurement  of  vessels  fob  panama  canal. 

Article  2. 
draft  of  water.     proper  trim  of  the  ship. 

The  maximum  draft  of  water  authorized  is  at  present  8  meters  53  centimeters  (28  feet 
English) . 

Ships  are  not  permitted  to  transit  until  it  has  been  ascertained  by  the  company's  officials 
that  their  draft  of  water  does  not  exceed  the  maximum  and  that  they  are  well  found  in  every 
respect  for  navigation  in  the  canal. 

Article  3. 
the  responsibility  of  captains.     the  pilot's  functions. 

All  ships  measuring  more  than  100  tons  gross  must  take,  either  for  entering  or  leaving  the 
harbors  of  Port  Said  and  Port  Thewfik,  or  for  transit  through  the  canal,  a  pilot  of  the  company, 
who  will  furnish  all  particulars  as  to  the  course  to  be  steered. 

Captains  are  held  responsible  for  all  groundings  or  accidents  of  whatsoever  kind  resulting 
from  the  navigating  or  handling  of  their  ships  by  day  or  by  night. 

The  pilots  place  at  the  disposal  of  the  captains  their  experience  and  practical  knowledge 
of  the  canal,  but  as  they  can  not  be  acquainted  with  the  defects  and  peculiarities  of  individual 
steamers  and  their  machinery  whether  in  navigating,  stopping,  steering,  etc.,  the  responsi- 
bility of  handling  the  ship  devolves  solely  Upon  the  captain. 

The  functions  of  pdots  commence,  or  cease,  at  the  exterior  buoys  of  Port  Said  and  Port 
Thewfik  Harbors. 

Article  4. 

mail  ships.     distinctive  character. 

Mail  steamers  are  all  steamers  performing  a  regular  mad  service  under  contract  with  a 
Government,  at  fixed  dates  appointed  in  advance.  The  contract  must  have  been  duly  exhibited 
to  the  company  by  the  owners. 

Article  5. 

ships  in  ballast.     distinctive  character. 

Ships  are  considered  as  being  in  ballast  when  they  carry  no  passengers,  no  mails,  and  do 
not  carry  either  coals  or  merchandise  of  any  description  in  whatever  quantity,  except  bunker 
coal  or  fuel. 

In  order  to  be  entitled  to  claim  the  ballast  rate,1  the  volume  of  the  bunker  coal  or  fuel 
must  not  exceed  in  volume  the  allowance  specified  on  the  special  certificate  as  the  deduction 
for  bunker  space.2 

tonnage  and  dues. 

Article  6. 

suez  canal  tonnage. 

Section  1.  The  tonnage  on  which  all  dues  and  charges  to  be  paid  by  ships,  as  specified 
in  these  regulations,  are  assessed,  is  the  net  tonnage  resulting  from  the  system  of  measurement 
laid  down  by  the  International  Commission  held  at  Constantinople  in  1873,3  and  duly  entered 
on  the  special  certificates  issued  by  the  competent  authorities  in  each  country. 

i  See  art.  7. 

2  See  arts.  16  and  17  of  the  regulations  for  the  measurement  of  tonnage.  Bunker  coal  or  fuel  should,  primarily,  be  contained  in  the  ship's  fixed 
or  movable  bunkers.  It  may,  in  certain  cases,  on  application  by  the  captain,  bestowed  on  deck  or  in  the  ship's  holds,  provided  the  total  quantity 
carried  can  be  easily  ascertained. 

3  See  Appendix  XII,  pp.  411-412.  Regulations  for  the  Measurement  of  Tonnage. — Additional  deductions  allowed  by  the  Suez  Canal 
Company  and  rules  for  the  measurement  of  deck  spaces. 


MEASUKEMENT   OF   VESSELS   FOR  PANAMA   CANAL.  507 

In  assessing  the  dues,  any  alteration  of  net  tonnage  subsequent  to  the  delivery  of  the 
above-mentioned   certificates  is   taken  into   account. 

Sec.  2.  The  company's  officials  are  empowered  to  ascertain  whether  cargo  or  passengers 
are  carried  in  any  space  not  included  in  the  net  tonnage  entered  on  the  ship's  special  certificate; 
and,  generally  may  verify  whether  all  spaces  which  ought  to  be  included  in  the  tonnage  are 
entered  on  the  certificate  and  are  correctly  determined  therein. 

Sec.  3.  Every  ship  not  provided  with  the  special  certificate  showing  the  net  tonnage 
prescribed  by  the  Constantinople  Commission,  is  measured  by  the  company's  officials  in  confor- 
mity with  the  rules  laid  down  by  the  Constantinople  Commission. 

The  net  tonnage  thus  arrived  at  is  provisionally  availed  of  for  the  assessing  of  the  dues 
until  such  time  as  the  ship  tenders  a  special  certificate  duly  drawn  up  by  the  competent 
authorities. 

Article  7. 

transit  dues. 

Section  1.  The  rate  of  tonnage  dues  is,  at  present,  6  francs  25  centimes  per  ton. 
Sec.  2.  Ships  in  ballast  are  allowed  a  reduction  of  2  francs  50  centimes  per  ton  on  the 
full  rate.1 

Article  8. 
passenger  dues. 

Section  1.  In  addition  to  the  tonnage  dues  mentioned  in  article  7,  transit  dues  are  charged 
on  all  passengers  at  the  rate  of  10  francs  per  passenger  above  12  years  of  age,  and  5  francs 
per  passenger  between  3  and   12. 

Children  under  3  years  of  age  pay  no  dues. 

Sec.  2.  Sailors  occasionally  taken  on  board  of  ships  passing  through  the  Suez  Canal  are 
considered  as  passengers  and  are  charged  for  as  such,  unless  they  are  duly  entered  on  the  ship's 
muster  roll  and  certified  as  being  intended  for  ships  belonging  to  the  same  owners. 

Article  9. 

berthing  dues. 

The  rate  of  berthing  dues  at  Port  Said,  Ismaiha  and  off  the  company's  embankment  at 
Port  Thewfik,  is  2  centimes  per  ton,  per  day,  whatever  be  the  duration  of  the  ship's  stay,  but 
the  first  24  hours  are  not  included.     These  dues  are  payable  every  10  days. 

Article  10. 

pilotage  dues. 

Pilotage  in  the  canal  itself  is  free  of  charge. 

The  payment  of  dues  for  pilotage  in  or  out  of  Port  Said  is  compulsory  on  all  ships  above 
100  tons  gross  measurement.2 

Pilotage  in  or  out  of  the  harbor  is  charged  for  as  follows: 

1.  For  ships  not  going  through  the  canal:  By  day,  steamers,  25  francs;  sailing  vessels, 
10  francs.  By  night  (between  sunset  and  sunrise),  steamers,  50  francs;  sailing  vessels,  20 
francs. 

2.  For  ships  going  through  the  canal:  By  day,  free.  By  night,  steamers,  25  francs;  sailing 
vessels,  10  francs. 

Pilotage  in  or  out  of  Port  Thewfik,  whether  by  day  or  by  night,  is  not  charged  for. 
When  the  pilot  is  kept  on  board  beyond  the  time  required  for  pilotage  proper,  a  charge 
of  20  francs  per  day  is  due. 

1  See  art.  5.  '  See  art.  3. 


508  measurement  of  vessels  fob  panama  canal. 

Article  11. 

half-transit. 

A  reduction  of  one-half  of  the  tonnage  and  passenger  dues  is  allowed  to  ships  and  pas- 
sengers using  the  canal  only  as  far  as  Ismailia,  whether  from  Port  Said  or  Port  Thewfik,  oT 
inversely. 

Article  12. 

local  traffic  between  port  said  and  ismailia. 

The  rate  of  tonnage  dues  charged  to  ships  effecting  a  complete  return  journey  between 
Ismailia  and  Port  Said,  one  half  in  ballast  and  the  other  half  with  cargo,  is  2  francs  60  centimes 
per  ton,  only,  for  the  whole  journey.  Payment  must  be  made  previous  to  the  commencement 
of  the  journey.  Over  and  above  this,  the  ships  are  subject  to  the  same  incidental  charges  as 
other  ships. 

Article  13. 

mode  of  payment  of  dues. 

Section  1.  All  charges,  of  whatever  nature,  prescribed  in  these  regulations  must  be 
paid  in  cash.  Payments  may  be  tendered  either  at  the  company's  offices  in  Egypt,  at  the 
head  office  in  Paris,  or  to  any  duly  appointed  agent  of  the  company. 

Sec.  2.  The  tonnage  dues  and  the  passenger  dues  are  payable  in  advance. 

Sec.  3.  In  the  case  of  amounts  tendered  otherwise  than  at  the  company's  offices  in  the 
Isthmus,  receipts  are  delivered  to  shipowners  or  their  representatives,  which  the  captain  hands 
as  cash  to  the  company's  officials  in  Egypt  appointed  to  collect  the  dues. 

In  the  case  of  payments  tendered  too  late  for  receipts  to  be  handed  to  the  captain,  the  com- 
pany wire  out  to  their  Port  Said  office,  at  owner's  cost,  duo  notice  of  the  payment. 

Whenever  amounts  thus  paid  in  advance  are  insufficient  for  the  discharge  in  full  of  all 
charges  and  incidental  expenses  due  by  the  ship,  the  balance  must  be  paid  in  Egypt  at  the 
company's  offices. 

Sec.  4.  Claims  for  errors  in  the  declaration  of  tonnage  or  in  the  levying  of  the  dues  must  be 
sent  in  within  a  month  after  the  ship's  passage  through  the  canal. 

CONDITIONS  OF  TRANSIT. 

Article  14. 

formalities  to  be  fulfilled. 

When  a  ship  intending  to  proceed  through  the  canal  has  taken  her  moorings,  the  captain 
must  enter  his  ship  at  the  transit  office  and  pay  the  transit  dues,  as  well  as,  when  there  is  occa- 
sion, the  dues  for  pilotage,  towage,  and  berthing.  A  receipt  is  delivered  to  him,  which  serves  as 
a  voucher  in  case  of  need. 

The  folio  whig  written  information  must  be  handed  in  by  him: 

Name  and  nationality  of  the  ship,  authenticated  by  exhibiting  the  ship's  papers  respective 
thereto. 

Name  of  the  captain. 

Names  of  the  owners  and  charterers. 

Port  of  sailing. 

Port  of  destination. 

Draft  of  water. 

Length. 

Breadth. 

Number  of  passengers  as  shown  by  the  passenger  list. 

Statement  of  crew  as  shown  by  the  ship's  articles. 

Capacity  of  the  ship  authenticated  by  producing  her  special  certificate. 

The  captain  must  also  exhibit  his  bill  of  health. 


measurement  of  vessels  for  panama  canal  509 

Article  15. 
preparations  for  entering  the  canal. 

Section  1.  All  ships  ready  to  enter  the  canal  must  have  their  yards  braced  forward,  their 
ladders  and  jib  booms  run  in,  and  their  boats  swung  in. 

Sec.  2.  The  hawsers  required  to  tie  up  in  the  canal  must  be  in  readiness  at  suitable  points 
on  deck,  and  every  arrangement  made  for  their  rapid  handling. 

A  boat  must  be  in  constant  readiness  for  lowering  in  order  to  carry  the  hawsers  to  the 
mooring  posts  without  any  delay. 

Sec.  3.  The  bow  anchors  must  be  ready  to  let  go. 

The  steering  gear  and  the  engine-room  telegraph  must  be  ascertained  to  be  in  good  working 
order  before  entering  the  canal. 

Sec.  4.  Captains  must,  before  entering  the  canal,  ascertain  that  deck  loads,  if  any,  are 
stowed  in  such  manner  as  not  to  affect  the  ship's  stability  or  impede  the  crew. 

Sec.  5.  The  captains  of  ships  in  ballast  must  fill  all  spaces  intended  to  be  used  for  carrying 
water  ballast  in  such  proportion  as  the  officials  of  the  company  may  direct. 

Sec.  G.  Steamers  intending  to  go  through  the  canal  by  night '  must  first  satisfy  the  officials 
of  the  company  in  Port  Said  or  Port  Thewfik,  that  they  are  provided — 

1.  With  an  electric  projector  (searchlight)  showing  the  channel  1 ,200  meters  ahead  (roughly, 
1,300  yards)  and  so  constructed  as  to  admit  of  rapid  splitting  up  of  the  beam  of  rays  into  two 
separate  segments  of  5°  each,  with  a  dark  sector  in  the  middle  also  of  5°. 

2.  With  electric  overhead  lights  powerful  enough  to  light  up  a  circular  area  of  about 
200  meters  diameter  (roughly,  650  feet  English)  around  the  ship. 

The  officials  of  the  company  decide  whether  the  appliances  fulfill  the  requirements  of  the 
regulations  in  order  to  insure  safe  navigation  of  the  canal  at  night. 

Special  insistence  will  be  exercised  on  care  being  taken  that  the  escape  of  steam  from  the 
dynamo  engine  does  not  obstruct  the  light. 

Night  transit  may  be  suspended  in  case  of  damage  to,  or  imperfection  in,  the  electrical 
appliances. 

MOVEMENTS    OF    SHIPS     ACCIDENTS. 

Article  10. 

mooring  in  canal  ports. 

Ships  take  their  moorings  at  Port  Said  or  Port  Thewfik  at  such  berth  as  the  officials  of 
the  company  may  direct. 

Ships  moored  in  the  canal  ports  must  show  by  night  the  lights  prescribed  by  Article  II  of 
the  international  regulations  for  preventing  collisions  at  sea.  Nevertheless,  at  Port  Said,  ships 
moored  at  right  angles  with  the  banks  must  carry  the  forward  white  light  at  the  extreme  bows, 
at  a  sufficient  height  for  it  to  be  clearly  visible. 

Article  17. 

hours  of  departure  and  movements  under  way. 

Section  1.  The  company  prescribe  the  hour  of  departure  of  each  ship  and  all  her  movements 
in  the  canal  in  such  manner  as  to  give  full  security  to  navigation,  as  well  as  to  insure  as  far  as 
possible  the  rapid  passage  of  mail  steamers. 

Consequently  no  ship  can  demand  as  a  right  immediate  passage  through  the  canal,  neither 
will  any  claim  be  admitted  in  consequence  of  any  delay  arising  from  the  foregoing  causes. 

Sec.  2.  The  captain  must  set  a  watch  both  by  day  and  by  night. 

Sec.  3.  All  steamships,  tugs  included,  must  stop  whenever  there  is  not  a  clear  passage 
ahead. 

'  See,  regarding  night  transit,  art.  19,  pars.  2,  3,  and  4. 


510  MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

They  must  also  slow  down  in  passing  sidings,  sections  of  the  bank  being  stone-faced  or  cut 
back,  as  well  as  all  ships  in  sidings  or  under  way,  hoppers,  dredgers,  and  other  floating  plant. 

Sec.  4.  As  soon  as  a  ship  has  tied  up,  whether  in  or  out  of  a  siding,  she  must  hoist  the  signals 
prescribed  in  the  special  book  of  signals. 

Ships  must  slack  down  any  hawsers  they  may  have  had  to  run  across  the  canal  so  as  to 
give  free  passage  to  tugs,  steam  launches,  hopper  barges,  and  any  other  light-draft  craft  that 
may  have  to  pass  them. 

Men  must  be  constantly  at  hand  ready  to  slack  down  the  hawsers  or  cut  them  in  case  of 
need.     The  ship's  engines  must  always  be  under  steam  ready  to  be  started. 

Sec.  5.  Ships  proceeding  in  the  same  direction  are  not  allowed  to  overtake  one  another 
under  way  in  the  canal. 

In  the  case  of  a  ship  being  allowed  to  pass  another  one  ahead  of  her,  this  must  be  done 
conformably  with  the  indications  given  by  the  company's  officials. 

Sec.  6.  Captains  are  forbidden  to  anchor  in  the  canal,  except  in  case  of  absolute  necessity. 

Article  18. 
speed. 

The  maximum  speed  of  ships  passing  through  the  canal  is  fixed  at  10  kilometers  (5$  nau- 
tical miles)  per  hour. 

Exceptionally,  ships  may  be  allowed  to  exceed  the  10  kilometers  maximum  under  the 
entire  responsibilit}'  of  captains. 

Article  19. 

night  transit. 

Section  1.  Navigation  of  sailing  craft  of  every  description  by  night  is  entirety  forbidden. 

Sec.  2.  During  night  transit  ships  must  keep  their  electric  projector  alight.1  They  must 
show  their  regulation  lights  and  keep  a  man  on  the  lookout  forward. 

Sec.  3.  When  a  ship  under  transit  at  night  is  about  to  tie  up,  whether  in  or  out  of  a  siding, 
she  must  at  once  extinguish  her  electric  projector  and  turn  on  her  electric  overhead  lights.1 
When  she  has  completed  tying  up  she  must  extinguish  her  electric  overhead  lights  and  her 
navigating  lights  and  hoist  the  lights  prescribed  in  the  special  book  of  signals. 

Sec.  4.  Ships  navigating  at  night  in  the  Large  Bitter  Lake  must  extinguish  their  electric 
projector  except  hi  the  portions  immediately  adjoining  the  outlets  of  the  canal  into  the  lake 
where  the  channel  continues  to  run  between  two  lines  of  buoys. 

Sec.  5.  Ships  not  provided  with  electric  light  are  only  allowed  to  transit  at  night  under 
exceptional  circumstances,  the  captain  being  entirely  responsible  for  any  delay,  mishap,  or 
damage  of  any  description  that  may  happen  to  his  own  ship,  as  well  as  for  any  similar  accidents 
he  may  cause  to  other  ships  in  the  canal  or  to  the  company's  craft  and  plant.  Ships  going 
through  the  canal  under  these  conditions  are  subject  to  all  the  other  rules  for  night  transit. 

Article  20. 

prohibitions. 

The  folio  whig  prohibitions  are  hereby  notified  to  captains: 

1 .  Throwing  overboard  hi  the  ports  of  the  canal  or  at  any  point  during  transit  from  sea  to 
sea  earth,  ashes,  cinders,  or  articles  of  any  kind. 

2.  Picking  up,  without  the  direct  intervention  of  the  company's  officials,  any  object  that 
may  have  fallen  into  the  canal.  Whenever  any  object  whatsoever  falls  overboard,  the  cir- 
cumstance must  be  immediately  brought  under  the  notice  of  the  pilot,  who  is  instructed  to 
report  same  to  the  company's  officials  at  the  nearest  station.     The  salvage,  by  whatever  means, 

1  See  art.  15,  par.  6. 


MEASUREMENT  OF  VESSELS  EOE  PANAMA  CANAL.  511 

of  articles  that  may  have  fallen  overboard  is  always  at  the  captain's  charge.     Articles  shall  be 
handed  to  him  on  payment  of  any  such  expense  incurred. 

3.  Allowing  any  gunshots  to  be  fired. 

4.  Sounding  their  steam  whistle  in  the  ports  of  the  canal,  except  as  an  alarm  signal  hi 
case  of  serious  danger. 

5.  Burial  iu  the  banks  of  the  canal. 

Article  21. 
accidents. 

Section  1.  Whenever  a  collision  appears  probable,  ships  must  not  hesitate  to  run  aground, 
should  this  be  necessary  to  avoid  it. 

Sec  2.  Whenever  a  ship  is  accidentally  stopped  on  her  way,  she  must,  if  other  ships  are 
following  her,  attract  their  attention  by  sounding  her  steam  whistle  sharply  four  or  five  times 
in  close  succession,  repeating  this  several  times  at  a  few  moments'  interval  until  the  ship  fol- 
lowing her  repeats  this  signal,  which  must  be  taken  as  an  order  to  slacken  speed  at  once  with 
a  view  to  stopping,  if  need  be. 

Ships  stopped  accidentally  at  night  must  immediately  replace  their  white  stern  light  by  a 
red  light. 

In  case  of  grounding  the  captain  must  also  immediately  signal  to  that  effect  conformably 
with  the  indications  in  the  book  of  signals. 

Sec.  3.  When  a  ship  gets  aground,  the  officials  of  the  company  alone  are  empowered  to 
prescribe  and  supervise  all  operations  required  to  get  her  off,  including  unloading  and  towing 
if  necessary,  captains  placing  at  their  disposal  all  available  means. 

All  attempts  on  the  part  of  other  ships  to  get  off  a  ship  aground  are  strictly  prohibited. 

Sec.  4.  When  a  ship  grounds  or  stops  in  the  canal  in  consequence  of  an  accident  other  than 
a  collision,  the  company,  in  order  to  remove  the  obstruction  in  the  fairway  with  aU  possible 
speed  and  to  hasten  the  restarting  of  the  ship,  does  not  claim  any  reimbursement  whatsoever 
of  expenses  incurred  in  getting  off  the  ship  or  towing  her,  if  necessary,  as  far  as  the  next  siding. 
If  from  such  siding  the  ship  continues  her  journey  in  tow,  she  must  pay  towage  charges  as 
scheduled  in  the  present  regulations. 

It  is  moreover  well  understood  that  ships  bear  all  expenses  incurred  in  repairs,  or  putting 
into  condition,  necessary  to  remedy  such  damage  as  might  interfere  with  their  restarting, 
whatever  be  the  moment  at  which  the  damage  may  have  taken  place,  and  that  they  remain 
responsible  for  all  damage  which  may  be  the  consequence  of  the  grounding. 

Sec.  5.  When  a  ship  grounds  or  stops  in  the  roads,  or  ports,  from  whatever  cause,  or  in 
the  canal  itself  in  consequence  of  collision,  all  charges  of  getting  the  ship  off,  towing,  unloading, 
reloading,  etc.,  are  charged  to  the  ship  and  must  be  paid,  as  per  statement  drawn  up  by  the 
company,  before  leaving  Port  Thewfik  or  Port  Said. 

TOWAGE  AND  CONVOYING. 

Article  22. 

cases  where  towage  is  compulsory. 

Towage  is  compulsory  in  the  case  of — 

1 .  Sailing  ships  above  50  tons  gross. 

2.  Any  ship  not  considered  by  the  officials  of  the  company  as  fulfilling  the  conditions 
necessary  for  safe  navigation. 

3.  Ships  carrying  hi  bulk  any  quantity  whatever  of  petroleum  having  a  flash  point  below 
23°  C.  (73°  F.). 

In  all  cases  other  than  the  above  ships  may  demand  to  be  towed  or  convoyed  through  the 
canal,  subject  to  the  conditions  hereinafter  specified.     In  such  cases  towing,  or  convoying,  is 


512  MEASUREMENT   OF    VESSELS   FOR   PANAMA   CANAL. 

not  compulsory  on  the  company,  who  undertake  it  only  in  so  far  as  they  have  any  tugboats 
disengaged. 

Ships  in  tow  transit  by  day  only.     They  must  supply  their  own  towropes. 

Article  23. 

towage  dues  in  the  canal. 

Section  1.  The  charge  for  towage  over  the  whole  length  of  the  canal  is  as  follows: 

1.  When  towage  is  compulsory  (see  art.  22) : 

For  steamers,  50  centimes  per  ton,  subject  to  keeping  their  engines  going  or  in  readiness; 
the  maximum  charge  being  2,500  francs. 

For  steamers  unable  to  give  the  assistance  of  their  propelling  power,  or  not  desiring  to  do 
so,  and  for  sailing  ships  above  400  tons,  1  franc  per  ton;  the  maximum  charge  being  5,000  francs. 

2.  When  towage  is  not  compulsory,  but  takes  place  at  the  captain's  request: 

For  steamers  using  their  engines  or  holding  them  in  readiness,  1  franc  per  ton,  1,200  francs 
being  a  minimum  charge. 

For  steamers  not  desiring  to  assist  the  tug  with  their  propelling  power,  2  francs  per  ton, 
2,000  francs  being  a  minimum  charge. 

Sec.  2.  When  a  tug  tows  a  ship  one-half  of  the  length  of  the  canal  only,  one-half  only  of 
the  dues  above  specified  for  towage  over  the  whole  length  is  charged. 

No  other  division  than  one-half  of  the  length  of  the  canal  is  admitted  in  charging  for  towage, 
from  Ismailia  to  Port  Said  being  considered  one-half,  and  from  Ismalia  to  Port  Thewfik  the 
other  half,  or  inversely. 

Sec.  3.  By  way  of  exception  to  the  above  scale  of  charges,  a  rate  or  charge  is  fixed  by 
private  agreement  for  the  towage,  whether  compulsory  or  optional,  of  lighters,  dredgers,  and 
floating  appliances  of  any  description.  The  towage  charge  for  sailing  ships  of  400  tons  or  under, 
is  likewise  fixed  by  private  agreement. 

Article  24. 

towage  dues  in  the  roads. 

The  charge  to  ships  applying  for  towage  to  or  from  the  roads  by  the  company's  tugs  is 
fixed  at  10  centimes  per  ton;  at  Port  Said,  for  the  distance  between  the  inner  docks  and  the 
exterior  buoys  and  conversely;  at  Port  Thewfik,  for  the  distance  between  the  docks  and 
the  roads,  and  conversely,  the  minimum  charge  being  25  francs. 

For  towage  over  a  greater  distance  the  charge  is  fixed  by  private  agreement. 

Article  25. 
dues  for  convoying. 

Section  1 .  When  a  ship  requires  a  tug  to  act  as  a  tender,  the  charge  for  convoying  is  1 ,200 
francs  per  day  if  a  tug  of  the  first  class  be  employed,  and  800  francs  per  day  for  a  tug  of  the 
second  class.  In  the  event  of  stoppages  the  tug  renders  assistance  in  getting  the  ship  under 
way  as  often  as  may  be  necessary. 

Sec.  2.  When  a  ship  is  convoyed  over  one-half  of  the  canal  only  the  charge  is  only  one- 
half  of  that  stated  above  for  the  whole  length  of  the  canal. 

Article  26. 

hire  of  togs. 

In  all  other  cases  tug  hire  is  invoiced  at  the  tariff  rates  annexed  to  the  present  regulations. 


measurement  of  vessels  for  panama  canal.  513 

Article  27. 
use  of  private  tugs. 

Section  1.  Shipowners  are  authorized  to  have  their  ships  towed  or  convoyed  by  their  own 
tugs,  or  tugs  belonging  to  third  parties,  under  their  entire  responsibility.  Such  tugs  must  be 
approved  of  by  the  canal  company. 

Sec.  2.  Ships  towed  or  convoyed  by  approved  tugs  pay  50  centimes  towage  dues  per  ton. 

Sec.  3.  Approved  tugs  towing  or  convoying  ships  belonging  to  their  owners  are  free  of  any 
charge. 

When  they  go  through  the  canal  either  for  the  purpose  of  meeting  ships  of  their  owners 
which  they  are  about  to  tow  or  convoy,  or  in  order  to  return  to  their  home  berth  after  having 
towed  or  convoyed  the  said  ships,  tugs  are  not  liable  to  payment  of  the  tonnage  dues,  but  they 
must  take  a  pilot  on  board. 

They  must  carry  neither  goods  nor  passengers ;  the  fact  of  having  on  board  passengers  or 
goods  renders  them  liable  to  the  payment  of  all  dues  and  charges  to  which  ships  in  transit  are 
subject. 

Sec.  4.  Approved  tugs  employed  in  towing  or  convoying  ships  not  belonging  to  their  owners 
pay  the  same  dues  and  charges  as  ships  in  transit  for  every  passage  through  the  canal. 

Sec.  5.  Notwithstanding  the  special  treatment  above  stipulated,  tugs  belonging  to  private 
owners  are  subject  to  the  strict  observance  of  all  other  articles  of  the  regulations  relative  to 
ships  under  way  or  berthed. 

TARIFF  FOR  THE  HIRE  OF  PLANT. 

A  tugboat:  Francs. 

First  class per  hour. .  92 

Second  class do 55 

Third  class do 27 

Fourth  class do 18 

A  lighter: 

First  category per  day . .  37 

Second  category do. ...  19 

Third  category do 12 

A  sheer  hulk  of  60  tons: 

First  hour 60 

For  each  consecutive  hour  after  the  first — 

At  work .' 30 

■While  shifting  position  or  waiting  in  port 30 

While  shifting  position  or  waiting  -out  of  port 15 

A  sheer  hulk  of  25  to  40  tons  or  a  floating  self-propelling  crane  of  12  tons: 

First  hour 50 

For  each  consecutive  hour  after  the  first — 

At  work 25 

While  shifting  position  or  waiting  in  port 25 

While  shifting  position  or  waiting  out  of  port 12.  50 

A  sheer  hulk  of  8  tons: 

First  hour 35 

For  each  consecutive  hour  after  the  first — 

At  work 17 

While  shifting  position  or  waiting  in  port. 17 

While  shifting  position  or  waiting  out  of  port 8.  50 

Greindl  exhausting  pump: 

Hire  of  whatever  duration 500 

Plus  per  hour  of  working 50 

Plus  per  hour  of  waiting  at  rest 40 

Ordinary  lighter  pump per  hour. .  15 

Diving  appliances: 

Hire do 8 

Plus,  per  hour  of  diving  proper,  reckoned  from  the  moment  the  diver  enters  the  water  to  the  moment  he 

leaves  it 6.  25 

Note. — For  tugboats,  hire  is  reckoned  from  the  time  of  first  firing;  for  the  other  appliances,  from  the  time  they 
leave  the  depot.  Hire  ceases  when  they  reenter  the  depot.  The  charges  for  towage  of  the  appliances  have  to  be 
paid  over  and  above  the  amount  for  hire. 


514  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

ROADS  AND  HARBOR  PILOT  SIGNALS. 

1.  Port  Said. 

signals  to  be  made  use  of  in  the  roads. 

By  day:  Flag  S  of  the  International  Code  or  national  pilot  flag Send  me  a  pilot  to  enter  the  harbor. 

By  night:  Lights  hoisted  at  the  foremast  head  followed  by  rockets  or  blue  lights.         Do. 

SIGNALS   TO   BE    MADE    BY  THE   HARBOR. 

A.  If  the  weather  outside  does  not  prevent  the  pilot  boat  from  going  out: 

By  day:  Flag  S  of  the  International  Code  at  masthead  of  the  pilot  boat..  .The  pilot  is  going  out  to  you. 
By  night:  A  white  rocket Do. 

N.  B. — In  a  rough  sea  preventing  the  pilot  from  coming  aboard,  the 
pilot  boat  must  make  the  following  signals  on  nearing  the  ship: 

By  day:  Signal  N  G  S  of  the  International  Code Follow  the  pilot  boat.     The  pilot  will 

come  aboard   under   the   lee  of  the 
breakwater. 
By  night:  A  blue  light Do. 

B.  If  the  weather  outside  prevents  the  pilot  boat  from  going  out: 

By  day:  Signal  T  J  P  of  the  International  Code  (hoisted  at  the  Port  Said 

electric  lighthouse) The  pilot  boat  can  not  go  out. 

By  night:  A  red  rocket Do. 

SIGNALS   TO    BE   MADE    USE    OF   IN   THE   HARBOR. 

By  day:  Flag  S  of  the  International  Code  or  national  pilot  flag Send  me  a  pilot. 

By  night:  Three  white  lights  at  the  foremast  head  on  the  same  halliard Do. 

N.  B. — Pilots  for  navigation  in  the  canal  are  due  on  board  only  1  hour  and  30  minutes  after  the  signal  has  been 

hoisted. 

2.  Port  Thewfik. 

signals  to  be  made  use  of  in  the  roads. 

Flag  S  of  the  International  Code Send  me  a  pilot,  as  I  wish  to  moor  at  the 

dock  buoys  in  Port  Thewfik. 

Flag  T  of  the  International  Code I  give  up  my  intention  of  mooring  at 

the  dock  buoys  in  Port  Thewfik. 

N.  B. — Ships  made  fast  on  the  buoys  of  the  dock  are  not  allowed  to  get  underway  for  the  roads  before  having 
received  a  verbal  order  from  the  company's  officials. 


APPENDIX  XXII. 


TRAFFIC  REGULATIONS  AND  CODE  OF  SIGNALS  OF 
THE  KAISER  WILHELM  CANAL. 


515 


Appendix  XXII. 

TRAFFIC  REGULATIONS  AND  CODE  OF  SIGNALS  OF  THE  KAISER  WILHELM  CANAL.1 


[Issued  by  the  Imperial  Canal  Administration. 1 

Section   1. — General  rules. 

1.  Every  master  of  a  vessel  using  the  canal  must  keep  on  board  a  copy  of  these  regulations, 
which  are  obtainable  on  request.  They  govern  the  relations  between  the  canal  office  and  the 
master  or  owner  of  the  vessel.  The  master  is  responsible  for  the  exact  compliance  with  these 
regulations,  as  well  as  with  the  customhouse  regulations  on  the  part  of  the  entire  personnel  of  his 
vessel. 

Differences  arising  between  the  canal  office  and  the  master  or  owner  or  part  owner  of  a  vessel 
passing  through  the  canal  are  adjudicated  in  the  first  instance  by  the  "Landgericht"  at  Kiel, 
unless  the  case  comes  within  the  jurisdiction  of  an  inland  court. 

2.  Passage  through  the  canal  by  day  or  night  is  granted  to  vessels  of  all  nations  on  payment 
of  the  authorized  fees  tabulated  at  the  end  of  these  regulations,  or  on  presentation  of  a  passage 
ticket.     (See  Appendix  IV  in  Report  on  Panama  Canal  Traffic  and  Tolls.) 

Vessels  must  not  exceed  the  following  dimensions : 

Draft 8  meters,  or  26.24  feet. 

Beam 20  meters,  or  65.60  feet. 

Length 135  meters,  or  443.00  feet. 

Masthead  above  water  line 40  meters,  or  131.20  feet. 

Foreign  war  ships  and  other  military  vessels  must  obtain  permission  through  diplomatic 
channels  before  entering  the  canal. 

3.  The  canal  office  reserves  the  right  to  refuse  passage  entirely,  or  to  grant  it  only  under 
certain  conditions  (see  also  No.  5),  in  the  following  cases: 

(a)  Open  or  not  fully  decked  vessels  of  less  than  0.50  meters  freeboard. 

(b)  Vessels  carrying  a  deck  load  impairing  their  stability  or  ability  to  maneuver. 

(c)  Vessels  known  to  have  poor  steering  ability  in  the  canal  or  objectionable  on  account  of 
their  condition  or  crew. 

4.  Floating  devices  differing  from  the  ordinary  form  of  a  ship  are  not  allowed  to  use  the 
canal  without  being  granted  a  special  permit  on  each  trip  by  the  imperial  canal  office,  and  not 
without  adhering  strictly  to  rules  and  directions.  Rafts  are  not  admitted  under  any  circum- 
stances. 

5.  Steamers  ordinarily  pass  under  their  own  power,  but  in  some  cases,  especially  if  the 
steamer's  velocity  averages  less  than  S  kilometers  per  hour,  the  management  (traffic  manager, 
harbor  masters)  can  order  towing,  or  can  send  one  or  more  tugboats  to  the  vessel's  assistance. 
In  such  event  the  authorized  towage  fees  must  be  paid. 

The  term  "steamer"  hi  these  regulations  includes  all  machine-propelled  vessels,  electric, 
gasoline,  petroleum,  etc.2 

6.  The  following  classes  of  sailing  vessels  are  subject  to  towage: 
(a)  Those  of  any  size  going  through  the  entire  canal. 

(6)  Those  of  more  than  35  gross  register  tons  going  to  or  coming  from  stations  on  the  canal 
or  communicating  water  routes. 

i  Translated  by  Chaplain  Franz  J.  Feinler,  First  Infantry,  U.  S.  Army. 

*  Special  rules  for  the  towing  of  vessels  through  the  canalare  given  in  Section  VIII,  Nos.  46-00.  of  this  Appendix.    See  also  Appendix  IV  in  the 
Report  on  Panama  Traffic  and  Tolls. 

517 


518  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.    . 

7.  Sailing  vessels  not  subject  to  towage,  can  use  their  sails  only  under  more  than  half  wind; 
otherwise  they  must  be  towed.  They  must  always  allow  steamers  to  pass,  keeping  to  star- 
board. Sailing  at  night 1  and  in  dark  weather,  and  cruising  in  the  canal  or  in  the  channels  of 
the  canal  harbors  is  prohibited,  and  towing  is  allowed  oidy  when  done  by  hand  power. 

8.  All  vessels  navigating  the  canal  are  subject  to  pilotage,  unless  exempted  by  section  9. 
The  canal  office  decides  whether  a  vessel  in  tow  requires  a  special  pilot  besides  the  tug's 

captain  or  her  pilot. 

9.  Only  such  sailing  vessels  are  exempt  from  pilotage  as  are  not  subject  to  towage,  and 
small,  open,  or  half-decked  steam,  motor,  or  row  boats.  The  traffic  manager  can,  however, 
allow  further  revocable  exemptions.. 

The  masters  of  vessels  exempt  from  pilotage  must,  without  waiting  for  signal,  keep  out  of 
the  way  as  much  as  possible  of  all  larger  boats  and  tows  approaching  or  overtaking  them.  They 
must  also  obey  promptly  and  exactly  orders  and  directions  of  the  canal  police,  and  especially 
of  the  canal  master  and  pilots. 

10.  Canal  pilot  stations  have  been  established:  (1)  At  Brunsbuettel,  (2)  at  Holtenau,  at  the 
two  canal  ends;  (3)  at  Nuebbel  (kilometer  57.2),  where  pilots  ordinarily  change  when  vessels 
pass  through  the  entire  canal. 

The  canal  pilots  usually  come  on  board:  (1)  At  Brunsbuettel,  on  the  Elbe  outside  the  canal 
harbor;  (2)  at  Holtenau,  between  the  lighthouse,  near  Friedrichsort,  and  the  canal  entrance, 
or  in  the  harbor  of  Holtenau,  for  vessels  coming  from  Kiel. 

11.  When  a  vessel  requires  a  canal  pilot  she  shall,  in  the  daytime,  as  soon  as  possible,  hoist 
at  the  foremast  the  national  pilot  flag  with  the  answer  pennant  of  the  International  Signal  Code 
underneath.  During  the  nighttime  there  are  to  be  displayed  at  the  bow  two  lights,  side  by 
side,  and  at  least  1  meter  apart. 

Counter  signals  "understood,"  namely,  signal  No.  40,  are  given  only  in  the  nighttime  from 
the  pilot  stations  Holtenau  and  Brunsbuettel.  It  will  be  extinguished  as  soon  as  the  pilot 
starts  for  the  vessel.  If  for  some  reason  a  pilot  is  not  available,  then  the  pilot  stations  at  both 
canal  ends  display: 

(a)  In  the  daytime  pennant  D  of  the  International  Signal  Code  under  the  imperial  service 
flag. 

(b)  At  night  three  red  lights  in  a  vertical  line. 

12.  The  vessels  subject  to  pilotage  are  the  following: 

(a)  Those  approaching  the  canal  from  the  lower  Eider  River  may  take  their  pilots  on 
board  at  the  station  of  Nuebbel,  but  the  pilot  is  only  as  a  passenger  to  the  canal  zone  limits  at 
kilometer  65. 

(6)  Vessels  coming  from  Kiel  Bay  can  obtain  their  pilot  before  starting  for  the  canal  if 
their  request  with  exact  time  and  place  of  departure  is  presented  to  the  harbormaster  at  Holtenau 
early  enough,  and  they  either  provide  or  pay  for  the  pilot's  transportation  from  Holtenau. 

(c)  Vessels  starting  from  an  anchorage  on  the  canal  or  near  Rendsburg  must  make  an  early 
request  at  the  nearest  pilot  station,  giving  exact  time  and  place  of  departure.  (This  request 
can  be  transmitted  free  from  the  nearest  telephone  of  the  canal  office.) 

The  pdots  must  be  paid  the  authorized  fee  at  their  arrival  on  board.  (For  schedule  of 
pilotage  charges  see  Appendix  IV  in  Report  on  Panama  Canal  Traffic  and  Tolls.) 

An  equal  pdotage  charge  is  authorized  on  vessels  terminating  their  trip  at  places  named 
in  (c),  or  leaving  the  canal  at  kilometer  65. 

On  demand,  the  pilots  must  acknowledge  receipt  of  fees. 

13.  On  boarding  the  vessel  the  captain  must  acquaint  the  pdot  of  any  peculiar  steering 
qualities  of  the  ship,  and,  if  requested,  full  information  concerning  the  vessel,  crew,  cargo,  etc. 

14.  After  assuming  his  duties  on  board,  the  pilot  is  responsible  for  the  steering  of  the 
vessel  through  the  canal.  He  also  acts  as  revenue  officer,  and  within  certain  limits  as  police 
officer  on  board. 

i"  Night"  in  the  regulations  means  the  time  during  which  the  canal  lights  are  in  use;  "day,"  the  rest  of  time. 


MEASUREMENT    OF    VESSELS   FOB   PANAMA   CANAL.  519 

The  master  and  all  members  of  the  crew  must  obey  strictly  each  and  every  order  and 
direction  given  by  the  pilot  in  the  exercise  of  his  duties,  as  mentioned  above.  The  master  must 
direct  his  crew  accordingly,  and  is  responsible  for  their  compliance. 

15.  The  master  or  other  suitable  representative  (helmsman,  officer)  must,  if  the  pilot  so 
desires,  stay  on  the  bridge  as  an  assistant  (that  is,  by  operating  the  machine  telegraph,  paying 
special  attention  to  the  steering,  etc.). 

16.  All  vessels  using  the  canal  are  obliged  to  give  free  transportation  to  pilots  who  are 
directed  by  the  harbormasters  or  the  chief  pilot  to  go  to  certain  places  along  the  canal.  These 
pilots  and  also  the  canal  pilots  entrusted  with  the  guiding  and  superintendence  of  the  vessel 
must  be  admitted  on  their  request  while  on  board  to  the  regular  meals  of  the  captain  or  master, 
for  which  the  pilot  must  pay  directly  at  standard  prices.  If  necessary,  the  pilot  shall  also 
receive  gratis  proper  shelter  and  sleeping  accommodations  on  board.  When  unable  to  supply 
such,  the  master  must  pay  a  compensation  of  1.50  marks  to  the  pilot  on  duty  who  is  obliged  to 
find  a  sleeping  place  ashore. 

The  master  must  supply  the  pilot  in  charge  of  the  vessel  on  request  at  a  proper  price,  with 
light  refreshments  (coffee,  tea,  broth,  sandwiches,  etc.,  but  never  intoxicants). 

The  higher  officials  of  the  canal  office  have  free  passage  on  all  vessels  using  the  canal.  On 
request  they  shall  receive  board  and  lodging  according  to  rank  and  at  proper  prices. 

Section  II. — Preparation  for  the  canal  trip. 

17.  Every  master  who  wants  to  use  the  canal  must  fill  out  accurately  the  application  blank 
in  duplicate,  according  to  the  prescribed  model.  (See  Appendix  IV  in  the  Report  on  Panama 
Canal  Traffic  and  Tolls.)  These  blanks,  together  with  the  ship's  papers  and  other  documents 
necessary  for  computing  the  canal  fees,  must  be  kept  ready  at  the  canal  entrance,  unless  an 
agent  on  land  attends  to  this  duty.1 

18.  The  revenue  signals  (pennants  and  lights  according  to  Nos.  2  and  5  of  the  customs 
regulations)  are  to  be  kept  ready;  tenders  (see  No.  28)  shall  also  have  a  green  globe  light.  If 
necessary,  the  pilot  is  to  give  notice  that  they  are  to  be  rented  from  the  canal  office.2 

19.  Sailing  vessels  must  fasten  all  their  sails,  brace  the  yards  sharp  to  larboard  in  line  with 
the  keel,  reef  the  bowsprit,  and  keep  a  sufficiently  strong  tug  hawser  ready;  in  short,  they 
must  keep  themselves  ready  to  be  towed. 

20.  In  addition,  the  following  preparations  shall  be  made: 

(1)  Vessels  of  more  than  50  tons  gross  register  must  have  a  bow  anchor  and  a  sufficiently 
strong  stern  anchor  ready  for  use.     (See  No.  22,  par.  3,  and  No.  3S.) 

(2)  All  of  the  ship's  boats  must  be  swung  in  or  placed  upright,  with  the  exception  of  one 
for  the  carrying  of  cables  and  for  use  in  distress.  This  boat  must  be  either  swung  out  on  the 
starboard  side  or  be  in  tow. 

(3)  The  mastheads  must  be  lowered,  if  more  than  40  meters  above  water. 

(4)  The  foremast  must  carry  a  halyard  for  the  hoisting  of  lights  and  signal  balls. 

(5)  On  both  sides  of  bow  and  stern  must  be  kept  cables  with  throw  lines  for  entering  and 
passing  through  the  locks,  and  side  fenders  of  unsinkable  material  without  protruding  metal 
parts. 

(6)  Steamers  must  keep  their  fire  engine  ready  and  sufficient  hose  for  immediate  use  in  case 
of  fire. 

(7)  Ammunition  must  be  removed  from  firearms. 

(8)  The  steam  whistle  or  siren  must  be  inspected  so  as  to  be  available  for  instant  use. 
Every  vessel  must  have  at  hand  and  ready  for  use: 

(a)  On  dajT  trips:  Two  black  balls  or  bodies  of  65  centimeters  each  in  diameter,  strung  at 
least  2  meters  apart. 

1  The  blank  is  supplied  gratis  by  the  pilot,  who  also  assists  in  filling  it  out,  and  verifies  the  same. 

>  The  rent  for  revenue  signals  is  2  marks,  and  for  the  green  light  1  mark  for  each  trip.     Revenue  signals  and  lights  must  be  returned  to  the  lock 
master  on  leaving  the  lock,  and  damage  or  loss  of  the  rented  utensils  must  be  paid  for  at  rates  authorized  by  the  canal  office. 


520  MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

(&)  On  night  trips :  Two  red  lights  of  at  least  25  centimeters  diameter  each,  also  at  least  2 
meters  apart,  and  several  white  lights.  All  lights  must  be  fitted  with  inboard  screens,  so  as  to 
prevent  them  from  being  seen  across  the  bow. 

Section  III. —  Entering  and  passing  through  the  locks. 

21.  Steamers  subject  to  pilotage  and  all  tow  trains  are  allowed  to  enter  the  canal  police 
district  only  when  in  command  of  canal  pilots. 

Tugboats  arriving  at  the  outer  harbors  with  a  train  in  tow  for  the  canal  trip  need  not  pay 
the  fees  if  they  leave  the  locks  immediately  after  bringing  their  train  to  the  inner  harbor. 

Sailing  vessels  of  any  description,  not  in  tow  of  steamers  and  wishing  to  enter  the  outer 
harbor,  must  stop  at  the  anchorage  till  a  canal  office  steamer  tows  them  in.  They  must  signify 
their  intention  to  enter  by  displaying  the  national  flag  on  the  forward  stay  of  the  mainmast  or  on 
the  corresponding  rope. 

The  outer  harbor  may  be  entered  only  when  signal  5a  is  shown. 

Steamers  not  subject  to  pilotage  are  allowed  to  enter  only  when  permitted  to  do  so  by 
signal,  and  then  exclusively  in  the  fairway  of  the  harbor  and  into  the  lock  designated  by  signal. 
All  directions  given  by  officers  of  the  canal  office  are  to  be  promptly  followed.  They  must 
under  all  circumstances  either  keep  out  of  the  way  of  larger  vessels  entering  or  clearing  and 
trains  of  tows,  or  drop  astern. 

22.  The  order  of  admission  to  the  canal  generally  depends  on  the  time  of  arrival  at  the  har- 
bor; the  authorities,  however,  have  the  right  to  make  different  arrangements. 

The  steamers  of  the  canal  office  assist  in  entering  and  leaving,  and  no  special  charge  is  made 
for  this. 

On  entering  the  outer  harbors,  bow  and  stern  anchors  must  be  mamied  and  ready  for  instant 
use. 

23.  Every  vessel  passmg  through  the  canal  must  stop  at  the  locks  or  at  any  other  place 
indicated  by  the  canal  police  officer  in  order  to  make  out  and  verify  the  fees  for  passage  and 
towage,  and  to  attend  to  the  customs  declaration. 

23a.  The  vessel  must  leave  the  lock  chamber  promptly,  but  only  after  being  authorized  to 
do  so  by  the  master  on  duty.  The  propeller  should  start  easily,  with  slow  acceleration,  and 
passage  through  a  chamber  open  at  both  ends  should  be  very  slow. 

Section  IV. —  The  passage  through  the  canal. 

24.  The  passing  of  vessels,  arrangements  of  lights,  etc.,  are  governed  by  the  Navigation 
Rules  of  February  5,  1906  (Imp.  Law  Gazette,  p.  120  et  seq.)  somewhat  modified  by  these 
traffic  regulations,  and  the  further  rule  that  the  second  light  prescribed  in  article  2  of  the  Navi- 
gation Rules  should,  on  the  canal  trip,  be  carried  at  the  masthead,  notwithstanding  the  vertical 
arrangement  indicated  in  (a)  and  (e)  of  that  article. 

25.  No  vessel  shall  exceed  a  speed  of  15  kilometers,  or  8.1  nautical  miles,  per  hour,  and 
vessels  of  over  2,000  tons  gross  register  and  drawing  more  than  5  meters  (16  feet  5  inches)  shall 
not  exceed  the  speed  of  12  kilometers,  or  6.5  nautical  miles,  per  hour. 

In  a  tortuous  channel  between  high  banks  obstructing  the  view,  a  vessel  must  move 
still-slower.  The  management  (traffic  manager,  harbor  master)  may  also  order  a  vessel  to  slow 
down,  or  the  pilot  may  give  such  order,  if  in  his  judgment  it  is  necessary  to  avoid  danger  to  the 
canal  works  or  the  vessel. 

26.  In  addition  to  the  preceding  cases  (No.  25,  par.  2)  a  vessel  must  slacken  her  speed  or 
stop  when  passing: 

(1)  Vessels  approaching  head  and  head. 

(2)  Vessels  swinging  at  their  moorings. 

(3)  Dredges  and  loaded  dredge  scows. 

(4)  Gas  scows  engaged  in  filling  the  buoys,  and  diver's  boats  moored  for  diving  operations 
(indicated  by  a  green  flag). 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  521 

(5)  Sections  indicated  by  labor  and  danger  signals. 

(G)  Ferries,  viz,  from  the  white  painted  poles  of  the  electric  light  line  until  the  ferry  is 
reached. 

(7)  Lay-bys. 

(8)  When  changing  pilots  at  Nuebbel. 

(9)  When  hailed  by  revenue  officers. 

(10)  When  the  general  signal  (No.  35)  to  stop  is  given  by  a  canal  officer,  a  red  flag  being 
waved  by  day,  a  red  light  at  night. 

(11)  When  a  lay-by  tender  gives  the  signals  25  or  32. 

(12)  When  and  as  long  as  a  ferry  displays  signal  33. 

Slowing  down  in  cases  (2)  to  (G)  means  moving  in  such  a  manner  as  to  avoid  dangerous 
wave  action  or  suction. 

In  the  sections  included  b}r  the  outside  signals  of  the  swinging  and  pontoon  bridges,  the 
speed  must  never  exceed  4  knots  per  hour. 

27.  The  canal  trip  must  be  started  and  completed  without  delay,  unless  for  urgent  reasons 
or  by  order  of  the  canal  officials.  All  expenses  arising  for  revenue  service,  overtime  of  the  pilot 
and  towboat,  etc.,  from  unjustified  delay  are  charged  to  the  vessel's  master  or  owner.  (For 
overtime  tariff  see  Appendix  IV  in  the  Keport  on  Panama  Canal  Traffic  and  Tolls.) 

The  canal  office  is  especially  empowered  to  cause  vessels  to  be  towed  out  if  they  remain 
in  the  canal  without  proper  reason  and  to  charge  the  authorized  fees  to  master  or  owner. 

Delays  arising  from  her  own  or  another  vessel's  foundering,  from  waiting  at  swinging 
bridges  or  at  lay-bys,  or  through  other  measures  necessary  in  the  interest  of  safe  traffic,  do  no"t 
justify  a  claim  for  damages  on  account  of  lost  time. 

28.  All  vessels  using  the  canal  must  by  day  display  then  national  flag  and  at  night  a  white 
light  at  the  stern,  besides  the  regulation  lights,  unless  they  are  sailing  under  revenue  light.  In 
tow  trains  oidy  the  last  boat  shall  exhibit  the  light  at  the  stern. 

Vessels  which  for  size  or  draft  or  other  reasons  pass  and  are  passed  (lay-by  vessels)  at  lay- 
bys only,  after  approaching  vessels  or  they  themselves  have  moored  there,  display  at  the 
masthead : 

(a)  In  the  daytime,  a  black  ball  or  body  of  1  meter  least  diameter. 

(b)  At  night,  a  green  light  instead  of  the  second  white  top-light.     (See  sec.  24.) 
In  lay-by  tow  trains  the  tugboat  shall  carry  the  ball  and  green  light. 

29.  Unless  the  pilot  directs  differently  for  special  reasons,  vessels  pass  each  other  by  keeping 
to  starboard;  smaller  vessels  shall,  in  so  far  as  their  draft  allow,  leave  the  midchannel  to  the 
larger  vessels  of  greater  draft. 

Dredges  at  work  shall  be  passed  only  on  the  side  signaled  as  "free."  If  for  some  reason  a 
vessel  can  not  be  allowed  to  pass,  the  dredge  shall  distinctly  exhibit  signal  54,  in  such  manner 
as  her  structural  character  requires,  and  she  shall  give  several  short  blasts  with  the  steam  whistle 
at  the  approach  of  a  vessel,  till  the  channel  is  clear. 

30.  A  proper  lookout  must  be  kept  at  all  times  fore  and  aft. 

31.  At  the  passing  stations  (lay-bys)  vessels  have  to  moor  in  compliance  with  No.  42  when 
the  lay-by  semaphore  displays  "stop"  (signal  Nos.  19,  23,  26,  30,  or  33),  and  shall  wait  till  they 
are  signaled  to  proceed  (signals  Nos.  24,  31). 

No  vessel  has  the  right  of  way  through  a  lay-by  at  night,  unless  signal  24  or  31  is  shown. 
If  no  signal  can  be  seen  at  night  when  approaching  a  lay-by,  the  vessel  shall  slacken  her  speed 
or  stop.  She  shall  at  the  same  time  continue  to  give  short  blasts  with  the  steam  whistle,  until 
she  is  signaled  proper  directions  from  the  station. 

32.  Rules  for  the  passing  of  the  railroad  swinging  bridges  at  Osterroenfeld  and  Taterpf ahl : 
(1)  If  the  outer  semaphore  on  the  south  bank,  placed  600  meters  from  the  drawbridge,  at 

the  approach  of  a  vessel  and  up  to  the  moment  when  the  vessel's  bridge  is  just  opposite  said 
semaphore,  displays  the  signal  for  "clear  channel,"  the  vessel  must  continue  her  course  through 
the  piers  regardless  of  the  fact  that  the  other  semaphore  on  the  south  bank,  150  meters  from  the 
61861°-  13 34 


522  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

draw,  should  display  the  signal  "stop."  Having  understood  the  outer  signal  as  for  "clear 
channel,"  the  vessel  shall  signify  her  intention  to  pass  through  by  a  long  blast  (6  seconds)  of 
the  steam  whistle. 

(2)  If  the  outer  signal  at  the  approach  of  a  vessel  reads  "stop,"  or  if  it  should  be  changed 
to  "stop,"  before  the  vessel's  bridge  has  passed  the  semaphore,  then  the  vessel  shall  twice  give 
three  short  blasts  (1  second  each)  of  the  whistle  (signal  for  "understood"),  shall  stop  and  make 
fast  at  the  mooring  posts  near  the  semaphore,  unless  the  signal  is  meanwhile  changed  to  "clear 
channel. "     The  vessel  shall  proceed  only  after  "clear  channel"  is  signaled. 

33.  Rules  for  the  passing  of  the  highway  drawbridge  at  Rendsburg  and  of  the  pontoon 
bridge  at  Holtenau : 

A  vessel  approaching  the  semaphore  erected  900  meters  from  the  bridges  gives  three  long 
blasts  of  the  steam  whistle  (6  seconds  each)  as  a  signal  to  open  the  bridge.  The  vessel  or  tow 
train  shall  stop,  and  if  necessary  shall  make  fast  at  the  moorings  before  the  bridge — 

(1)  If  the  semaphore  or  the  bridge  exhibits  the  general  signal  to  stop  (signal  No.  35) ; 

(2)  If  before  passing,  the  semaphores  of  the  highway  drawbridge  display  by  day  a  red  ball 
or  a  red  round  disk,  and  at  night  a  red  light. 

Vessels  and  tugboats  shall  indicate  with  three  short  blasts  of  the  steam  whistle  that  they 
have  understood  these  signals.  They  shall  not  proceed  till  the  signals  at  the  outer  semaphores 
of  the  highway  bridge  are  changed  or  the  waving  of  a  green  flag  or  lantern  gives  them  the  right 
of  way.  (Signal  No.  36.)  The  above  signal  shall  be  given  also  by  steamers  starting  west  from 
the  inner  harbor  of  Holtenau. 

34.  Rowboats  and  other  vessels  exempt  from  pilotage  (see  No.  9)  can  not  demand  that  the 
bridges  (No.  33)  be  specially  opened  for  them;  they  shall  stop  and  if  necessary  make  fast  at 
the  moorings  before  the  bridge,  according  to  the  direction  of  the  bridge  tender  or  master,  until 
the  waving  of  a  green  flag  on  their  side  of  the  bridge  gives  them  the  right  of  way. 

35.  Vessels  whose  height  permits  them  to  pass  through  the  closed  draw  need  not  comply 
with  the  preceding  rules  (32-34). 

36.  Rules  for  the  overtaking  of  vessels  ahead: 

(1)  The  overtaking  vessel  shall  signify  her  intention  by  four  short  blasts  of  the  steam 
whistle. 

(2)  After  this  signal — 

(a)  Towed  vessels  and  sailing  vessels  shall  keep  as  much  as  possible  to  starboard. 

(6)  A  tow  train,  believing  that  the  vessel  astern  can  pass  her  in  the  canal  prism  without 
danger  to  either  of  them  shall  also  keep  as  far  as  possible  to  starboard  (only  on  special  direction 
of  the  pilot  to  larboard);  she  shall  make  fast,  if  convenient,  at  the  posts  on  the  bank,  and  by 
giving  three  blasts  of  the  whistle  (long — short — long),  permit  the  overtaking  vessel  to  pass. 
Else  she  shall  give  five  short  blasts,  proceed  to  the  next  passing  station,  and  there  under  much 
reduced  speed  keep  to  starboard  or  stop,  moor,  and  signify  her  willmgness  to  let  the  vessel 
astern  pass  her  by  three  blasts  of  the  whistle  Gong — short — long). 

(3)  Single  steamers  shall  not  be  passed  by  others  except  after  an  exchange  of  the  above- 
mentioned  signals  1  and  26.  Steamers  of  more  than  2  meters  draft  shall  overtake  and  pass 
others  only  at  the  passing  stations;  in  this  case  also  the  steamer  ahead  may  signify  her  willing- 
ness to  let  the  steamer  astern  pass  her  by  five  short  blasts. 

(4)  The  overtaking  of  tow  trains  by  other  tow  trams  or  by  lay-by  vessels  (No.  28)  is  also 
restricted  to  passing  stations. 

(5)  In  all  cases  shall  the  overtaking  vessel  in  passing  reduce  her  speed  so  as  to  avoid 
dangerous  suction.  Also  overtaken  vessels  and  tow  trains  must  slow  up  as  much  as  possible. 
Vessels  of  the  canal  office  and  of  the  revenue  service,  drawing  not  more  than  2  meters  are  not 
bound  by  the  preceding  rules;  they  shall  always  be  allowed  to  pass,  if  they  signify  their  intention 
to  do  so  by  the  signal  mentioned  in  1  above;  and  the  overtaken  vessel  shall  keep  as  far  as 
possible  to  starboard  and  slacken  her  speed. 

(6)  In  general,  overtaking  shall  be  permitted  only  where  a  good  view  ahead  avoids  all 
danger  of  collision,  and  where  vessels  approaching  each  other  are  as  yet  so  far  away  that  the 


MEASUREMENT   OF   VESSELS   FOR  PANAMA   CANAL.  523 

overtaking  vessel  is  sure  to  complete  her  first  maneuver  before  meeting  the  other  vessel  and  to 
attain  the  interval  between  the  overtaken  vessel  as  prescribed  in  No.  39.  No  overtaking  at  all 
shall  take  place  on  1,000  meter  curves. 

The  preoeding  rules  do  not  apply  to  rowboats  and  small  open  or  half-decked  steam  or 
motor  boats  and  sailing  craft.     (See  No.  9,  par.  2.) 

36a.  A  vessel  foundered  in  the  canal  shall  not  be  passed  until  signals  for  doing  so  with 
safety  are  made  and  understood  (three  blasts,  long — short — long).  If  the  foundered  vessel 
answers  with  five  short  blasts,  she  can  not  be  passed.  But  after  giving  her  assent  she  must 
stop  temporarily  all  maneuvers  likely  to  impede  the  other's  movement. 

37.  Besides  the  siren  signals  of  Nos.  31,  32,  33,  36,  36a,  and  45,  when  going  west  one  long 
blast,  when  going  east  two  long  blasts  in  rapid  succession,  are  prescribed  in  the  following  three 
cases : 

(1)  In  fog  and  dark  weather,  at  intervals  of  one  minute. 

(2)  When  approaching  dredges  at  work,  exhibiting  danger  signals  No.  26  Par.  5,  and  ferries 
beginning  at  the  white  poles  of  the  electric  light  line.1 

(3)  On  entering  each  of  the  curves,  that  between  kilometers  27-31  and  that  between  kilo- 
meters 72-97.  Steamers,  not  subject  to  pilotage,  may  by  the  preceding  signals  indicate  their 
intention  to  enter  the  locks  at  Holtenau. 

38.  Vessels  approaching  one  another  head  on  and  coming  within  sight  of  each  other  or 
vessels  entering  lay-bys,  approaching  draws  and  the  pontoon  bridge,  or  putting  into  inner 
harbors  shall  man  and  clear  bow  and  stern  anchors  for  instant  use. 

39.  The  interval  between  two  vessels  under  way  shall  not  be  less  than  1,000  meters.  If 
the  distance  becomes  less  without  the  intention  of  the  vessel  astern,  it  must  be  reestablished 
as  soon  as  possible  by  slowing  down  or  at  the  worst  by  stopping. 

40.  Vessels  and  tow  trains  going  west  through  parts  of  the  channel  narrowed  by  dredges  at 
work  or  other  causes  shall  ordinarily  pass  first,  but  if  at  such  places  an  east-bound  vessel  before 
a  strong  wind  and  current  should  judge  it  dangerous  to  pass  a  vessel  or  a  tow  tram  head  on, 
which  in  this  case  could  easily  keep  out  of  the  way  or  stop,  then  she  shall  give  the  danger  signal 
No.  54  with  the  steam  whistle  or  siren.  The  west-bound  vessel  shall  answer,  with  three  short 
blasts,  stop,  or  keep  out  of  the  way  and  let  the  east-bound  vessel  pass  first. 

Section  V. — General  prohibitions. 

41.  (1)  Casting  anchor  in  the  fairway  of  the  canal  except  in  unavoidable  cases  by  order  of 
the  pilot. 

(2)  Throwing  overboard  ballast,  coal,  ashes,  or  other  things  befouling  or  obstructing  the 
channel. 

If  such  things  have  fallen  overboard,  the  place  and  quantity  must  be  immediately  reported 
to  the  pilot.  Trying  while  under  way  to  regain  objects  fallen  overboard  will  not  be  permitted, 
but  the  canal  office  can  order  the  salvage  at  the  expense  of  the  party  requesting  it. 

(3)  Scouring  the  vessel  and  using  or  discharging  the  water-closets  on  board  while  in  the 
locks  or  inner  harbors  of  Brunsbuettel  and  Holtenau. 

(4)  Shooting,  hunting,  fishing,2  and  bathing  anywhere  in  the  canal  police  district  without 
previous  permission  of  the  canal  office. 

(5)  Making  fast  at  ihe  poles  of  the  telegraph  and  electric  lights. 

(6)  Sticking  hooks  or  pole  propellers  into  the  banks  above  or  under  water. 

(7)  Using  the  steam  whistle  or  siren  except  upon  the  occasions  and  in  the  manner  pre- 
scribed by  the  management. 

1  Vessels  going  east  shall  not  sound  the  signal  for  the  ferry  at  Kudensee  (kilometer  6.3)  till  the  vessel's  bridge  passes  the  piers  of  the  railroad  bridge 
near  Taterpfahl. 

2  This  restriction  does  not  apply  to  the  exercise  of  private  fishing  privileges  in  the  public  waters  along  the  canal.    These  are  subject  to  the  execu- 
tive order  No.  IS  of  the  fishing  law  in  the  Province  of  Sehleswig-Holstein,  Aug.  8, 1887  (G.  S.,  p.  376). 


524  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Section  VI. — Special  provisions. 

42.  Landing  and  tying  up. 

(1 )  As  a  rule,  mooring  is  allowed  only  in  the  lay-bys,  at  the  guide  walls  of  the  locks,  at  the 
posts  before  the  drawbridges  as  far  as  the  danger  signal  unless  the  red  painted  heads  mark  them 
as  not  to  be  used  for  mooring,  at  quays  and  docks,  and  the  moorings  of  the  inner  harbors  and 
the  canal  docks. 

(2)  In  cases  of  necessity,  or  as  specified  in  No.  36  (26),  vessels  may  also  make  fast  at  the 
posts  placed  alongside  the  entire  canal. 

(3)  As  a  rule,  vessels  shall  moor  at  larboard;  it  should  not  be  done  at  starboard  unless  a 
strong  wind  blows  at  right  angles  to  the  canal  from  that  side,  or  when  the  larboard  side  is 
already  fully  occupied. 

(4)  Mooring  with  steel  cables,  except  at  the  inner  harbors,  shoidd  as  much  as  possible  be 
avoided. 

(5)  At  the  lay-bys  steamers  and  tow  trains  shall  always  moor  at  the  farthest  posts  ahead, 
unless  the  station  master  expressly  directs  differently;  his  orders  shall  be  promptly  obeyed  in 
the  zone  between  the  outer  semaphores. 

(6)  Vessels  which  wish  to  or  are  obliged  to  make  fast  in  the  lay-bys  (from  the  red  painted 
lightpole  on  their  side),  or  in  the  canal  prism,  shall  display  the  same  signal  as  when  foundering 
(No.  45).  The  signal  should  not  be  taken  in,  unless  they  are  fast  in  such  a  way  that  other  ves- 
sels can  pass  without  danger.  At  night  the  side  lights  should  be  extinguished,  and  one  white 
light  ahead  and  one  abaft  in  the  direction  of  the  channel  should  be  exhibited  as  low  down  as 
possible.  In  tow  trams  the  tugboat  displays  the  signal.  For  tow  trains  of  more  than  one 
tow  barge  it  is  sufficient  if  each  vessel  on  the  channel  side  exhibits  one  white  light  on  that  side, 
the  vessel  ahead  at  the  bow,  the  hindmost  vessel  at  the  stern,  and  the  others  amidships. 

43.  Lying  at  anchor. 

(1)  Men  and  tools  shall  be  kept  ready  on  every  vessel  at  anchor  to  take  down  or  cut  the 
cables  when  other  vessels  are  passing. 

(2)  Cables  obstructing  the  channel  must,  as  soon  as  possible,  be  removed  if  another  vessel 
desires  to  pass. 

(3)  Trying  out  the  ship's  engines  at  the  docks  is  permitted  only  with  the  least  amount  of 
steam  power  for  a  few  minutes  just  before  starting. 

(4)  Vessels  at  anchor  hi  the  lakes  of  the  upper  Eider  (from  kilometer  65-70.8)  shall  dis- 
play under  their  anchor  light  another  red  light. 

44.  Getting  under  way. 

The  rule  is  that  the  vessels  ahead  start  first;  orders  of  the  station  master  deviating  from 
this  rule  must  be  promptly  obeyed. 

If  vessels  have  at  the  same  time  moored  at  both  sides  of  the  drawbridges,  then  the  west- 
bound vessels  start  first,  and  the  east-bound  wait  until  the  others  have  passed. 

45.  Foundering  and  distress. 

(1)  If  a  vessel  is  aground  and  suffers  such  an  injury  to  her  hull  or  engine,  as  to  require 
immediate  stopping,  she  shall  indicate  this  fact  to  approaching  vessels  by  short  blasts  of  her 
whistle  in  rapid  succession,  and  shall  without  delay  hoist  these  signals. 

(a)  By  day:  2  black  balls  or  bodies  2  meters  apart  in  vertical  line  above  each  other  and 
hoisted  at  the  foremast. 

(b)  At  night:  2  red  lights  2  meters  apart  in  vertical  fine  above  each  other  at  the  foremast. 
The  balls  or  lights  shall  be  so  constructed  and  so  fitted,  that  they  can  be  seen  distinctly 

forward  and  abaft.     The  side  lights,  and  upon  steamers  the  white  top  lights  also  shall  be 
extinguished  or  screened. 

Also,  after  this  signal  has  been  displayed,  the  vessel  shall  continue  to  sound  short  blasts 
of  the  steam  whistle  at  the  approach  of  other  vessels. 

(2)  Only  the  officials  of  the  canal  office  are  authorized  to  take  the  necessary  measures  to 
assist  Vessels  run  aground,  or  for  the  salvage  of  sunken  vessels,  and  they  alone  may  requisition 
help.     The  expense  incurred  are  charged  to  the  vessel. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  525 

(3)  Assistance  by  other  than  canal  office  vessels  is  allowed  only  by  special  approval  of  the 
officials.     Any  requisitions  of  the  officials  shall  be  complied  with  by  other  vessels. 

(4)  For  the  passing  of  other  vessels  see  No.  36a. 

Section  VII. — Leaving  the  canal. 

45a.  Rules  for  leaving  the  canal. 

(1)  It  is  necessary  to  enter  the  lock  at  which  signal  6  or  7  is  exhibited,  and  at  much  reduced 
speed. 

(2)  In  the  absence  of  a  signal  a  vessel  shall  promptly  stop  and,  if  so  directed,  shall  make  fast. 

(3)  The  rulings  of  Nos.  23  and  23a  are  here  also  strictly  applicable;  in  no  case  shall  a  vessel 
leave  the  lock,  before  presenting  its  application  blank. 

Section  VIII. — Rules  for  towing  vessels. 

46.  For  towing  sailing  vessels  through  the  canal,  and  others  not  provided  with  sufficient 
motive  power  of  their  own,  the  canal  office  keeps  ready  at  both  entrances  a  number  of  tug- 
boats which  are  available  upon  payment  of  towage  charge.1  But  no  responsibility  is  assumed 
that  always  and  under  all  circumstances  a  sufficient  number  of  tugboats  will  be  available. 

.  Vessels  having  previous^  ordered  a  tugboat  are  served  before  other  vessels  in  the  order  of 
application;  but  they  shall  pay  demurrage  for  every  hour  or  fraction  thereof,  according  to  the 
demurrage  tariff,  if  they  are  not  cleared  for  towing  within  two  hours  after  the  starting  time 
announced. 

The  masters  and  helmsmen  of  these  tugboats  exercise  simultaneously  the  functions  of 
customs  officers,  and  within  proper  authority  also  of  police  officers  on  all  vessels  of  their  tow 
trains. 

47.  If  a  vessel  does  not  require  a  special  tugboat  for  herself  alone,  or  if  the  authorities  at 
the  entrance  harbor  decide  that  a  vessel  on  accoimt  of  size  or  insufficient  maneuvering  in  the 
canal  requires  individual  towing,  as  lighters,  praams,  and  clumsy  barges  generally  do,  then  the 
vessel  shall  be  attached  to  a  tow  train  of  a  regular  tugboat  of  the  canal  office,  or  of  one  put 
temporarily  into  the  canal  service. 

48.  No  tow  trains,  as  a  rule,  are  started  on  Sundays,  the  two  Christmas  holidays,  Easter, 
and  Pentecost  Mondays,  New  Year,  Good  Friday,  Ascension  Day,  the  Day  of  General  Penance 
and  Prayer,  Emperor's  birthday,  and  on  specially  authorized  holidays.  Special  tugboats  are 
furnished  only  as  an  exception  and  for  sufficiently  strong  reasons.  The  tow  trains  of  the  canal 
office  always  make  fast  at  night. 

*49.  The  master  who  wants  to  tow  his  vessel  in  a  tow  train  of  the  canal  office,  must  report 
to  the  harbor  master  on  duty,  by  whom  he  will  be  promptly  told,  at  what  time  to  start  and  to 
what  tow  train  his  vessel  will  be  attached.  The  master  shall  see  to  it  that  his  vessel  is  clear  at 
the  time  set  for  towing  and  that  the  towage  is  paid.  The  vessels  to  be  towed  must  possess 
towing  cables  that  come  up  to  requirements. 

50.  The  tow  trams  are  made  up  at  the  inner  harbors  of  Brunsbuettel  and  Holtenau  by  the 
harbormaster  on  duty,  whose  orders  shall  be  promptly  obeyed.  The  harbormaster  also  decides, 
on  what  vessels  the  pilots  of  the  tow  tram  shall  be  stationed. 

51.  Masters  who  want  to  attach  their  vessels  at  anchorages  along  the  canal  or  in  the  lakes 
of  the  upper  Eider  (kilometer  65-70.8),  to  a  tow  of  the  canal  office,  shall  make  their  request 
from  the  nearest  canal  telephone,  giving  exact  name  of  vessel  and  master,  places  of  departure 
and  destination,  gross  tonnage  (in  register  tons),  and  statement  as  to  whether  fully  or  partially 
loaded  or  empty.     The  application  is  to  be  made  only  after  the  vessel  is  cleared  for  towing. 

The  vessel  shall  be  ready  for  towing  at  the  tune  set  (No.  19),  and  shall  signify  her  readi- 
ness by  hoisting  the  national  flag  at  the  stay  of  the  mainmast  on  the  channel  side. 

At  the  approach  of  the  respective  tow  train  the  tugboat  gives  one  prolonged  and  one  short 
blast  of  the  steam  whistle;  the  vessel  to  be  towed  then  holds  the  towing  cable  ready  for  throw- 

i  For  towage  and  demurrage  tariffs  see  Appendix  V  in  the  Report  on  Panama  Canal  Traffic  and  Tolls. 


526  MEASUREMENT   OF   VESSELS   FOB  PANAMA   CANAL. 

ing  over,  keeping  close  to  the  fairway  in  order  to  save  the  tugboat  from  leaving  her  course,  but 
not  so  close  as  to  obstruct  other  traffic  in  the  canal. 

Vessels  not  reported  according  to  regulations  shall  not  be  attached  to  tows  of  the  canal 
office. 

52.  The  tugboats  of  the  canal  office  as  a  rule  do  not  go  outside  the  canal  proper.  Vessels 
destined  for  locks  on  the  Eider  can  be  towed  only  as  far  as  the  channel  buoy  in  the  lake  of 
Audorf,  at  kilometer  65.  Vessels  coming  from  there  and  wishing  to  join  a  tow  of  the  canal 
office  must  do  so  at  the  same  buoy. 

53.  A  vessel  which  is  not  ready  to  get  under  way  with  her  tow  at  the  place  of  departure, 
or  which  after  having  made  application  for  towing  from  a  harbor  along  the  canal  misses  her 
train  through  her  master's  or  her  crew's  fault,  or  which  has  not  in  proper  time  withdrawn  her 
application,  loses  thereby  her  claim  for  abatement  of  accrued  or  return  or  already  paid  towage, 
and  she  can  thereafter  be  attached  to  a  tow  of  the  canal  office  only  after  making  another 
application  and  paying  the  charges  specified  in  the  towage  tariff. 

54.  If  possible,  the  tow  trains  of  the  canal  office  are  run  through  without  stop.  The  wishes 
of  individual  masters  for  stops  can  not  be  noticed.  If  a  vessel  intentionally  leaves  her  train 
short  of  her  destination  she  can  not  claim  a  return  of  the  proportional  towage  paid  or  partial 
abatement  of  the  towage  payable  according  to  the  application. 

55.  If  the  tow  tram  does  not  start  or  arrive  on  schedule  time  to  take  vessels  along,  or  if 
delays  happen  from  any  cause  during  the  trip,  no  claim  for  indemnity  can  on  that  account  be 
made  upon  the  canal  office. 

The  Imperial  Government,  moreover,  will  not  pay  damages  to  a  vessel  towed  by  a  tug  of 
the  canal  office  on  account  of  injury  caused  through  carelessness  on  the  part  of  the  tug's  crew 
or  other  personnel  of  the  canal  office  engaged  in  the  towing  of  the  vessel  inside  of  the  canal 
police  district. 

56.  Vessels  going  beyond  Brunsbuettel  or  Holtenau,  on  the  Elbe  or  Keil  Bay,  are  towed  as 
far  as  the  respective  ports.  For  leaving  the  tow  tram  here  as  well  as  inside  the  canal  they  shall 
await  the  order  of  the  tugboat  master  or  the  pilot,  and  shall  maneuver  as  directed  by  him 
until  clear  of  the  tow. 

57.  The  rules  of  Nos.  49,  51-56  call  for  analogous  application  to  the  towing  of  single  boats 
or  other  vessels  by  steamers  of  the  canal  office. 

58.  In  addition  to  the  tugboats  of  the  canal  office,  steamers  owned  by  the  Imperial,  State, 
or  city  governments  or  by  private  parties,  etc.,  may  also  be  employed  in  the  towing  service  of 
the  canal,  if  their  construction,  airangement,  engines,  etc.,  qualify  them  for  such  work  according 
to  the  authoritative  judgment  of  the  canal  office. 

59.  Special  rules  for  this  auxiliary  towing  service: 

(1)  The  tugboats  are  obliged  to  pay  the  regular  canal  tolls. 

(2)  The  length  of  the  train — from  the  stem  of  the  tug  to  the  stern  of  the  last  vessel — 
must  not  exceed  125  meters,  and  its  width  20  meters. 

(3)  More  than  two  vessels  shall  not  be  hi  a  tier. 

(4)  Towing  alongside  requires  special  permission  and  must  be  conducted  according  to 
specified  conditions. 

(5)  On  entering  the  mouth  of  the  canal  or  the  locks  the  tram  must,  upon  demand,  be  divided 
as  directed  by  the  authorities. 

(6)  Tow  trains  may  run  12  kilometers  per  hour,  but  this  speed  should  be  reached  only  hi 
sections  with  a  good  view  ahead.  On  the  other  hand,  the  tugboat  must  be  so  powerful  that 
she  can  pull  her  tram  with  a  speed  of  at  least  9  kilometers  per  hour,  else  the  canal  office  may 
divide  the  train  and,  if  necessary,  may  tow  the  separated  part  with  a  canal  tug  at  the  tariff 
rate,  or  if  this  can  not  be  done  the  tug  may,  at  her  own  expense,  be  given  an  auxiliary  steamer 
of  sufficient  power. 

(7)  A  vessel  of  more  than  400  tons  gross  register  must  have  a  tug  of  its  own. 

(8)  Tow  trams  are  not  run  at  night  nor  hi  dark  or  stormy  weather.  Trains  under  way 
must  therefore  arrange  their  schedule  so  that  they  can  make  fast  in  a  lay-by  before  nightfall. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  527 

If  caught  iii  bad  weather  before  reaching  a  lay-by,  they  may  moor  at  the  posts  on  the  bank. 
(See  also  No.  42.) 

60.  All  towboats  in  a  train  must  during  the  trip  be  steered  by  an  adult  expert,  and  the  wheel 
must  be  exactly  hi  the  position  required  by  the  tugmaster  or  pilot. 

Section  IX. — General  police  regulations. 

61.  Vessels  carrying  explosives  weighing  more  than  35  kilograms  shall  distinctly  display  a 
black  flag  with  a  white  P.  These  vessels  are,  moreover,  subject  to  the  existing  regulations  for 
the  traffic  of  explosives  and  combustibles. 

Vessels  of  a  cargo  of  this  kind  shall  be  completely  isolated  and,  if  necessary,  they  shah  be 
towed  through  by  a  special  tug  without  any  stop. 

This  rule  does  not  apply  to  the  ammunition  of  warships. 

62.  Vessels  carrying  cattle  from  countries  against  which  the  Province  of  Schleswig-Holstein 
has  established  import  and  transit  embargoes  or  restrictions  may  pass  through  the  Kaiser 
Wilhelm  Canal  under  the  following  conditions: 

(1)  Animal  waste  shall  not  be  removed  from  the  vessels  nor  shall  it  be  thrown  into  the 
water  during  the  canal  trip. 

(2)  Persons  engaged  in  the  care  and  feeding  of  the  animals  on  board,  or  who  come  hi  contact 
with  them,  shall  not  go  ashore  during  the  canal  trip. 

(3)  An  officer  of  the  canal  office  shall  accompany  every  cattle  ship  to  see  that  these  rules 
are  complied  with,  and  a  fee  of  13  marks  is  charged  therefor,  payable  hi  addition  to  the  other 
charges.     For  vessels  entering  or  leaving  the  canal  at  kilometer  65  this  fee  is  8  marks. 

63.  Every  vessel  passing  through  the  canal  is  subject  to  surveillance  by  the  board  of  health: 

(1)  If  she  had  on  board  at  the  port  of  departure  or  during  the  voyage,  or  at  any  time  during 
the  last  six  weeks,  Asiatic  cholera,  spotted  fever,  yellow  fever,  oriental  plague,  or  smallpox. 

(2)  If  rat  pest  or  any  unusual  mortality  among  rats  was  noticed  on  board,  either  in  the 
port  of  departure  or  during  the  voyage. 

(3)  If  the  vessel  comes  from  or  touches  at  a  port  whose  commerce  is  subject  to  inspection 
at  the  time  of  her  arrival  and  which  she  has  left  within  six  weeks. 

(4)  If,  in  other  cases,  existing  or  proposed  regulations  or  considerations  of  duty  on  the 
part  of  the  president  of  the  imperial  canal  office,  as  the  royal  Prussian  police  representative 
having  jurisdiction  hi  the  premises,  require  surveillance  of  the  vessel  hi  the  interests  of  the 
public  health. 

The  inspection  takes  place  at  the  quaranthie  stations  at  Vossbrook  or  Groden,  near  Cux- 
haven,  as  directed  by  the  proper  authorities.  The  canal  office  has  power  to  require  special 
precautions,  viz,  health  watch,  locking  of  water-closets,  etc. 

The  expenses  are  charged  to  the  vessel. 

These  vessels  are  admitted  to  the  canal  only  after  this  supervision  is  hi  force.  The  mas- 
ters of  the  vessels  are  obliged  to  comply  strictly  with  the  precautions  ordered  and  to  promptly 
obey  the  directions  of  the  pilot  or  canal  officer  accompanying  the  vessel.  The  latter's  fees  are 
the  same  as  those  of  the  special  watch  on  a  cattle  ship,  as  prescribed  in  No.  62. 

Section  X. —  Complaints. 

64.  Any  complaints  against  the  officials  or  about  the  faculties  of  the  canal  are  to  be  pre- 
sented hi  writing  at  the  canal  office  to  the  traffic  manager,  or  the  harbor  masters  at  Holtenau 
and  Brunsbuettel.     At  the  latter  places  they  are  to  be  recorded  in  a  book  of  complaints. 

Kiel,  February  23,  1911. 

The  President  of  the  Imperial  Canal  Office. 


528 


MEASUBEMENT   OF   VESSELS   FOR  PANAMA   CANAL. 
CODE  OF  SIGNALS— KAISER  WILHELM  CANAL. 
FROM  SHORE  TO  VESSELS. 
A. — From  Harbor  Semaphores. 


No.  of 
signal. 

Meaning  of  signal. 

Signal  by  day. 

Signal  by  night. 

1 

On  a  mast  20  meters  high,  north  of  entrance,  2 
yards  slanting  upward. 

On  a  mast  20  meters  high,  north  of 
entrance;  2  red  lights  side  by  side. 

Liko  No.  1,  2  green  lights  side  by  side. 

Like  No.  2,  adding  1  to  3  red  or  white 
or  red  and  white  lights  under  the  2 
green  lights. 

No  signal. 

4  red  lights  in  square  above  the 

entrance. 
4  green  lights  in  square  above  the  exit 

gate. 
On  the  nearest  chamber  head,  1  green 

light. 

2 

3 
3a 

That  vessel  can  enter  whose  pilot  holds  the 
pennant  or  night  signal. 

Like  No.  2,  but  one  or  more  flags  of  the  Interna- 
tional Signal  Code  on  the  cross  arm. 

Like  No.  1,  with  pennant  F  of  International  Sig- 
nal Code  at  the  cross  arm. 

5 

do 

6 

6a 

You  are  ordered  to  enter  the  chamber  to  your 

left. 
The  chamber  to  your  left  is  set  ready  for  the 

vessel  waiting  in  the  inner  harbor. 
Tow  trains  and  dredges  are  permitted  to  enter 

the  left  chamber. 
You  are  ordered  to  enter  the  chamber  to  your 

right. 
The  chamber  to  your  right  is  set  ready  for  the 

vessel  waiting  in  the  inner  harbor. 
Tow  trains,  dredges  and  dredge  praams  are 

permitted  to  enter  the  right  chamber. 

At  the  cross  of  the  nearest  chamber  head,  1  green 
ball  at  the  upper  left. 

i  6b 

7a 
i?b 

Like  No.  6,  but  pennant  F  of  International  Sig- 
nal Code  in  the  place  of  the  green  ball. 

At  the  cross  of  the  nearest  chamber  head;    1  red 
ball  at  the  upper  right. 

Like  No.  7,  but  only  on  the  inner  chamber  head 
is  the  ball  at  half-mast. 

Like  No.  7,  but  pennant  F  of  the  International 
Signal  Code  in  the  place  of  the  red  ball. 

light  above  the  green. 
On  the  nearest  chamber  head;  1  white 

light  to  the  left  of  the  green. 
On  the  nearest  chamber  head;  1  red 

light. 
On  the  inner  chamber  head;  1  white 

light  to  the  right  of  the  red. 
On  the  nearest  chamber  head;  1  white 

light  to  the  right  of  the  red. 

B. — From  Railway  Drawbridges. 


8 

Same,  with  green  light. 

bank;  2  arms  slanting  downward. 

9 

do 

Cautionary  signal:  10-meter  semaphore  on  the 
south  bank  150  meters  from  the  bridges;  hori- 
zontally lying  square  shape. 

Do. 

10 

..do 

Do. 

shape  in  line  of  canal  axis. 

11 

Outer  signal:  Stop  till  signals  Nos.  8  and  9 
appear. 

Same  as  No.  8,  with  arms  slanting  upwards 

Same  as  No.  S,  with  red  light. 

12 

Cautionary  signal:  Stop  till  signals  Nos.  8  and 

Same  as  No.  9,  red  square  shape  crossed  to  the 

Same  as  No.  9,  red  light. 

9  appear. 

canal. 

13 

Bridge  signal:  Stop  till  signals  Nos.  8  and  9 

Same  as  No.  10,  a  round  red  shape  crossed  to  the 

Same  as  No.  10,  red  light. 

appear. 

canal. 

C. — Signals  from  the  Wagon  Drawbridge  at  Rendsburg  and  from  the  Praam  DRAWBRfDGE  at  Holtenau. 


14 
14a 

Outer  signal:  You  should  give  signal  No.  48 
with  siren. 

Outer  signal  for  the  wagon  draw:  Stop  till  sig- 
nal is  taken  down. 

On  5-meter  semaphore  900  meters  from  bridge; 
red  round  shape. 

Same,  green  light  above  red. 

15 

Semaphore  on  pivot  pier;  red  shape  in  line  of 
canal  axis. 

16 

Red  light. 

Green  light  on  the  opened  bridge  span. 

17 

Bridge  signal  on  the  praam  draw  at  Holtenau: 
Bridge  is  open. 

18 

1  Only  for  Brunsbuettelkoog. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

CODE  OF  SIGNALS— KAISER  WILHELM  CANAL— Continued. 
FROM  SHORE  TO  VESSELS— Continued. 

D. — SIGNALS   FROM   THE    PASSING   STATIONS   TO   THE   VESSELS. 
(1)    FOR  WEST-BOUND   VESSELS  (EAST   SIGNALS)    ON    NORTH  ARM. 


529 


No.  of 
signal. 

Meaning  of  signal. 

Signal  by  day. 

Signal  by  night. 

19 

A  red  light. 

A  red  light  above  a  white. 
A  white  light  above  a  red. 
No  signal. 

Do. 

and  make  fast. 

21 

All  vessels  stop  and  make  fast  (blockade) 

Tow  trains  only  stop  and  make  fast  in  the  pass- 
ing station. 
Tow  trains  stop  and  make  fast  in  the  next  dock . 

22 

23 

24 

25 


25a 


Go  slow  or  stay  where  you  are  till  the  passing 

station  is  clear. 
Switch  vessels  shall  go  slow 


2  red  balls.. 


2  red  balls  above  a  red  flag. 


A  green  light  above  a  white. 

2  white  lights,  one  above  the  other. 


(2)  Signals  to  east-bound  vessels  (west  signals)  on  the  south  arm  of  the  semaphore. 


26 

27 
28 
29 

30 

31 

32 

32a 


Vessels  of  more  than  2  m.  draft  stop  and  make 
fast. 

Switch  vessels  stop  and  make  fast 

All  stop  and  make  fast  (blockade) 

Only  tow  trains  stop  and  make  fast  in  the  pass- 
ing stations. 

Tow  trains  stop  and  make  fast  in  the  next  dock . 

Right  of  way  clear 

Go  slow  or  wait  till  the  passing  station  is  clear. . 

Switch  vessels  slow  down , 


A  red  cone 1  red  light. 

3  red  cones 1  red  light  above  a  white. 

4  red  cones J  1  white  light  above  a  red. 

A  red  cone  above  a  red  flag j  No  signal. 


A  red  flag  above  a  red  cone 

Taking  down  the  signal  or  no  signal. 

2  red  cones 

2  red  cones  above  a  red  flag 


Do. 

1  green  light. 

1  green  light  above  a  white. 

2  white  lights,  one  above  the  other. 


E. — Signals  from  Ferries  to  Vessels  in  Both  Directions. 

33 

On  a  semaphore  near  the  ferry,  2  red  balls,  one 
above  the  other. 

Same  place,  a  red  light. 

F. — Places  of  Danger  and  Work. 

34 

White  shapes,  marked  "A"  for  the  beginning 
and  "E"  for  the  end. 

Same,  with  a  green  light  above. 

G. — General  Signals  for  Stopping. 

35 
36 

Stop;  there  is  an  unforseen  obstruction Waving  of  a  red  flag  from  the  bank  or  the  bridges.    Waving  a  red  light. 

The  obstruction  is  removed;  proceed  * Waving  a  green  flag Waving  a  green  light. 

H. — Signals  from  Dredges. 

37 

Green  light. 

38 

(Blank  space  in  the  original.) 

I. — Wreck  Signals. 

39 

Wreck 

A  white  light  above  the  barrel  and 
broom. 

1  The  voice  may  be  substituted  for  the  signal. 


530 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 


CODE  OF  SIGNALS— KAISER  WILHELM  CANAL— Continued. 

FROM  SHORE  TO  VESSELS— Continued. 

K. — Signals  from  Pilot  Stations. 


43 


No.  of 
signal. 

Meaning  of  signal. 

Signal  by  day. 

Signal  by  night. 

40 

3  white  lights,  one  under  the  other  on 

the  entrance  semaphore,  beneath  the 

signals  Nos.  1  and  3. 
3  red  lights,  one  above  the  other. 
A  white  top  light,  2*  meters  beneath  a 

red;  both  lights  are  visible  over  the 

whole  horizon. 

41 

42 

Pilot  flag 

SIGNALS  FROM  VESSELS  TO  PILOT  STATIONS. 


National  pilot  flag  or  signal  FT,  International 
Signal  Code,  both  with  answer  pennant  be- 
neath. 


2  white  lights  side  by  side  at  the  bow. 


SIGNALS  FROM  VESSELS  ON  THE  CANAL. 
A. — Signals  to  the  Passing  Stations. 


Switch  vessel '  A  black  ball  or  shape  hoisted  to  top  of  main  mast. 

I  am  waiting  outside  the  passing  station  be-     Continuous  short  blasts  with  the  whistle  or  siren 
cause  I  saw  no  signal  displayed.  till  a  signal  appears. 


A  green  light  in  place  of  the  second 

white  top  light. 
Same  as  day  signal. 


B. — Signals  to  the  Railway  Draws. 


I  found  outer  signal  "clear"  and  am  passing 

the  bridge. 
I  have  found  outer  signal  "stop."    I  stop  and 

make  fast. 


At  the  cautionary  signal  (confer  No.  8),  1  long 

blast  with  the  whistle  or  siren.1 
Same  place,  twice  3  short  blasts 


Same  as  day  signal. 
Same  signal. 


C. — Signals  to  Highway  Drawbridge  at  Rendsburg  to  the  Pontoon  Drawbridge  at  Holtenau. 


48     Open  the  bridge,  I  want  to  pass 

I  have  understood  the  signal  to  stop  No.  16 
(or  No.  18).    I  stop  and  make  fast. 


At  the  outer  signal  (confer  No.  14),  3  long  blasts. 
Twice  3  short  blasts 


Like  day  signal. 
Do. 


D. — Signal:  "Attention." 


50 


In  fog  and  dark  weather,  passing  through  the 
curves  between  kilometers  27  and  31  and 
kilometers  72  to  97,  when  approaching  ves- 
sels, dredges,  dredge  and  diver  praams, 
places  marked  with  signal  No.  35,  boats,  fer- 
ries, and  passing  stations. 


Long   blasts;  west  bound,  1   each  time; 
bound,  2. 


Same  signal. 


E. — Signals  When  Overtaking. 


I  want  to  overtake  your  vessel. 

I  am  ready  to  let  you  pass 

I  can  not  let  you  pass  now 


4  short  blasts Same  signal. 

3  blasts,  long— short— long Do. 

5  short  blasts Do. 


'  Long  blasts  last  6  seconds;  short,  1  second;  intervals  between  blasts  are  6  seconds. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 


531 


CODE  OF  SIGNALS— KAISER  WILHELM  CANAL— Continued. 
SIGNALS  FROM  VESSELS  ON  THE  CANAL— Continued. 
F. — Distress  Signals. 


No.ol 
signal. 

Meaning  of  signal. 

Signal  by  day. 

Signal  by  night. 

54 

I  am  aground  or  I  am  unable  to  maneuver 

2  black  balls  or  shapes  at  least  2  meters  apart,  at 

2  red  lights  in  place  of  balls.    The  side 

the  mainmast  or  at  another  place,  where  they 

lights,  and  on  steamers  also  the  white 

can  be  best  seen  from  ahead  and  astern.    Con- 

top-lights, shall  be  extinguished  or 

tinuous  short  blasts  are  sounded  till  balls  are 

screened  when  the  vessel  is  aground. 

displayed. 

Continuous  short  blasts  are  sounded 
till  lights  are  displayed. 

55 

Had  an  accident  on  vessel  or  engine;  must  stop 
immediately. 

Continuous  short  blasts  of  the  whistle  or  siren. . . 

Same  signal. 

G. — Fog  Signals. 


Vessel  Is  west  bound . 


Vessel  is  east  bound 

Vessel  is  not  under  way . 


Every  minute,  1  long  blast  of  the  steam  whistle  ]  Same, 
or  siren;  sailing  vessels  with  the  foghorn. 

Every  minute,  2  long  blasts 

Striking  the  vessel's  bell  at  least  every  2  minutes 


Do. 
Do, 


SIGNAL  OF  THE  TUGBOAT  TO  VESSELS  TO  BE  TOWED. 

59 

DIRECTION  OF  CURRENT. 

60 

61 

APPENDIX  XXIII. 


REGULATIONS  AND  BY-LAWS   AND  NOTICES   TO 

MARINERS  AND  PILOTS  GOVERNING  THE 

USE  OF  THE  MANCHESTER  CANAL. 


533 


Appendix  XXIII. 

REGULATIONS  AND  BY-LAWS  AND  NOTICES  TO  MARINERS  AND  PILOTS  GOVERNING 
THE  USE  OF  THE  MANCHESTER  SHIP  CANAL. 


TABLE  OF  DISTANCES. 


*Eastham  Locks  (6  miles  from  Prince's  Landing  Stage,  Liverpool,  19  miles  from  Bar  Lightship). 

Eastham  Lay-by  and  Sheer  Legs 

Bankfield  Wharf 

Hooton  Wharf 

Mount  Manisty 

Pool  Hall  Wharf 

Ellesmere  Port 

Stuart  Wharf 

Pontoon  and  ship-repairing  yard 

Stanlow  Wharf 

Inee  Rock  Cutting— Lay-by  for  large  vessels 

Ince  Ferry 


Ince  Wharf 

Weaver  Sluice 

Weston  Point 

Weston  Mersey  Lock 

Delamere  Dock 

Salt  Union  (Ltd.)  Works 

Bridgewater  jetties  and  coal  tip 

♦Runcorn  Lay-by 

Bridgewater  Lock 

Runcorn  Docks 

Runcorn  Railway  Bridge  (fixed) 

Runcorn  (old  quay)  Lock 

Old  Quay  Lock  Wall  Lay-by 

Runcorn  (old  quay)  Swing  Bridge 

United  Alkali  Co.,  Wigg's  Works 

Turnbridge  Ferry 

Stone  Delph  Lay-by 

Old  Randies  Sluices 

Pumping  station 

Moss  Lane  Wharves 

Moore  Lane  Swing  Bridge 

Haydock  Coal  Wharf  and  Lay-by 

L.  &  N.  W.  and  G.  W.  Railway  Viaduct  (fixed) 

Walton  Wharf 

Stag  Inn  Swing  Bridge 

Warrington  Wharf  and  Walton  Lock 

North wich  Road  ( Wildersp'l)  Swing  Bridge 

20-Steps  Lock  (junction  with  Runcorn  and  Latchford  Canal) 

Latchford  High  Level  Bridge— Chester  Road  (fixed) 

Knutsford  Road  Swing  Bridge 

Lay-by  for  large  vessels 

L.  &  N.  W.  Railway  Viaduct  (fixed) 

•Latchford  Locks  (rise  14  feet  6  Inches) 

*  Fresh  water  may  be  obtained  at  these  places. 


Side  of 
canal. 


S. 
S. 
S. 
N. 

S. 

s. 
s. 
s. 
s. 


s. 

N. 

s. 

N. 
S. 

s. 
s. 
s. 

N. 

s. 


N. 
N. 


S. 
N. 

N. 
N.  &  S. 


N. 
S. 


N. 
N. 


Canal 
sectional 
number. 


1 

1-3 

3-4 

6 

8-9 

11 

16-17 

18 

19 

21 

31 

31-32 

34 

43-44 

48-49 

48 

49-50 


SI 

52 

53-54 

54-55 

59 

61 

62 

65-66 

67-68 

69-70 

74-75 

76 

77-78 

77-78 

80-81 

80-81 

81 

81-82 

81-82 

81-82 

84 

84 

89 

89-90 

90 

90 

90-91 


Distance  from- 


Eastham 
Locks. 


Miles. 


% 

% 
1% 
i% 

2% 

3% 

3% 
3% 
3% 
6 

6% 
6% 
10 

10% 
10% 

n% 

11% 

11% 
n% 

11% 

12 
12% 

13 
13 
J3% 

13% 

14 

15% 

15% 

16% 

16% 

17% 

17% 

17% 

18H 

18% 

19 

19% 

19% 

20% 

20% 

20% 

20% 

21 

535 


Man- 
chester. 


Miles. 
36 
35% 
35% 
34% 
34% 
33% 
32% 
32% 
32% 
32% 
30 
29% 
29% 
26 
25% 
25% 
24% 
24% 
24% 
24% 
24% 
24 
23% 
23 
23 
22% 
22% 
22 
20% 
20% 
19% 
19% 
18% 
18% 
18% 
17% 
17% 
17 

16% 
16% 
15% 
15% 
15% 
15% 
15 


536 


MEASUREMENT    OF    VESSELS   FOR   PANAMA   CANAL. 
TABLE  OF  DISTANCES— Continued. 


Perrin's  (Ltd.)  Works 

Thelwall  Ferry 

Statham  Wharf 

Statham  Brickyard 

Rixton  Junction  (junction  with  Mersey  and  Irwell  navigation) . . 

Warburton  Wharf 

Warburton  High  Level  Bridge  (fixed) 

Warburton  Wharf 

Hollins  Ferry 

Millbank  Wharf 

Lancashire  Patent  Fuel  Co.  (Ltd. )  Wharf 

Cadishead  Wharf 

Cheshire  Lines  Viaduct  (fixed) ^ . 

Partington  Coal  Basin  and  Lay-by 

Peaksnook  Wharf 

Carrington  Wharf  (Manchester  Corporation) 

Manchester  and  Salford  Corporation  Wharves 

Mersey  Weir 

Cheshire  Lines  Viaduct— Liverpool  &  Manchester  (fixed) 

Irlam  Wharf 

Irlam  Locks  (rise  1G  feet) 

Irlam  Ferry 

Flix ton  Wharf 

Boysnope  Wharf  (Manchester  Corporation) 

Hulnie's  Bridge  Ferry 

Barton  Locks  (rise  15  feet) 

Stickens  Wharf,  Davyhulme  (Manchester  Corporation) 

Bromyhurst  Wharf 

Eccles  Wharf 

Barton  Road  Swing  Bridge 

Barton  Swing  Aqueduct 

Coastwise  Cattle  Wharf 

Barton  Wharf,  South 

*Irwell  Park  Wharf  and  Lay-by 

♦Eccles  Oil  Wharf 

Eccles  Landing  Stage 

TralTord  Park,  private  wharves 

Coaling  crane  (25  tons) 

Jetty 


Coastwise  cattle  wharf 

Weaste  Wharf 

Wharf  (frozen  meat) 

Oil  wharves 

Foreign  animals  wharf 

Mode  Wheel  Locks  (rise  13  feet) 

Pontoon  and  dry  docks 

♦Grain  elevator 

♦Salford  Quay 

♦Trafford  Wharf 

Thirty-ton  crane 

♦Docks  Nos.  9, 8,  7,  6 

Dock  Railway  Swing  Bridge 

Cooperative  Wholesale  Society's  Wharf. 

Ferry  Landing  Stage 

Trafford  Road  Swing  Bridge 

Dock  office  (temporary) 

Throstle  Nest  Whar 

♦Docks  Nos.  4,  3, 2, 1 

Cornbrook  Wharf 

Woden  Street  Foot  Bridge  (fixed) 


Side  of 
canal. 


S. 
N. 
N. 


S. 
N. 

N. 


.  &S. 

s. 

S. 

N. 
S. 


X. 


s. 

N. 


S. 

S. 
N. 


N. 
S. 

N. 
N. 
N. 
S. 
N. 
N. 
N. 
N. 
N. 
S. 

s. 


s. 
s. 

N. 
S. 
N. 
N. 


Canal 
sectional 
number. 


93 

96-97 

96 

99 

102 

102-103 

102-103 

102-103 

104 

107 

10S 

109-110 

111-112 

112 

113 

114 

11.5 

115-116 

116 

117-118 

119 

119 

122 

122 

125-126 

127 

127- 12S 

129 

129-130 

130 

130 

131 

133 

134 

135 

136-137 

136-137 

136-137 

137 

137-138 

137-138 

138 

138 

138-139 

138-139 

139 

139 

139-140 

139-140 

139-140 

139-140 

140 

140 

140 

140 

140 

142 

142 


Distance  from- 


Eastham       Man- 
Locks.      Chester. 


Miles. 

MiUs. 

21% 

141-1 

21'4 

UH 

22% 

13H 

23 

13 

24 

12 

24'  . 

11'.. 

25% 

iok 

25K 

10% 

25K 

10J-S 

26 

10 

26H 

9H 

265* 

9% 

26% 

9% 

2~% 

SH 

21% 

s% 

27% 

«% 

28 

8 

28H 

7% 

2S% 

-Vs 

28% 

1% 

2&% 

m 

29?i 

6% 

30^ 

b% 

30^ 

5H 

31 

5 

31M 

H4 

WA 

4% 

31% 

iH 

21H 

4% 

32 

4 

32H 

3% 

32H 

3% 

32^ 

3% 

33 

3 

33H 

2% 

33% 

2% 

33% 

2% 

33)^ 

2% 

33% 

2% 

33« 

2% 

33^ 

2% 

33% 

2% 

34 

2 

34M 

1% 

34-34^ 

2-1% 

1V4rZi% 

!%-!% 

34H 

1% 

34%-3i% 

!%-!% 

34% 

1% 

35 

1 

1        35 

1 

35J4-3594 

0%-0Ji 

3SH 

0% 

36 



♦Fresh  water  niay  be  obtained  at  these  places. 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL.  537 

REGULATIONS    AND    BY-LAWS. 

[Revised  to  Nov.  1, 1903.] 
NAVIGATION  AND  DOCK  REGULATIONS. 

Upon  receiving  a  copy  of  these  regulations  the  captains  and  owners  of  all  vessels  navigating  the  canal  must  abide 
by  and  conform  to  them  in  all  respects,  and  also  satisfy  all  requirements  of  the  company's  officers  made  in  conformity 
therewith.  Captains  and  owners  will  be  held  responsible  for  all  consequences  that  may  ensue  from  any  failure  on  their 
part  to  comply  with  these  regulations. 

The  expression  "canal"  in  these  regulations  shall  be  held  to  include  the  ship  canal,  approach  channels,  locks, 
and  docks. 

The  expression  "navigating  the  canal  "  shall  be  held  to  include  entering,  leaving,  and  mooring  in,  the  ship  canal,  ap- 
proach channels,  locks,  and  docks. 

1.  The  Manchester  Ship  Canal  Co.  do  not  take  any  charge  of  or  assume  any  responsibility 
whatever  in  respect  of  any  vessel,  boat,  barge,  lighter,  or  other  craft  navigating  the  canal,  all 
craft  under  such  circumstances  being  at  the  sole  risk  ol  the  owners,  who  alone  are  responsible  for 
the  safety  and  security  of  their  vessels  and  moorings,  and  also  for  any  damage  done  by  their 
vessels  or  servants  to  the  premises  or  property  of  the  company,  or  to  vessels  or  goods  in  or  upon 
any  part  of  the  company's  premises. 

2.  All  vessels  navigating  the  canal  must  have  their  anchors  properly  stowed  and  a  strong 
kedge  aft  ready  for  use  in  case  of  emergency,  their  sails  furled,  all  boats  swung  inboard,  flying 
jib  boom  and  jib  boom  rigged  in,  all  outriggers  unshipped,  and  yards  braced  fore  and  aft  or 
cockbilled,  so  that  nothing  projects  over  the  ship's  side,  except  fenders. 

3.  The  captain  or  other  person  in  charge  of  every  vessel  must,  on  entering  the  canal,  declare 
the  particulars  of  the  vessel  and  cargo,  draft  of  water,  and  any  other  information  required  by 
the  company's  officers. 

4.  The  maximum  speed  in  the  canal  must  not  exceed  6  miles  an  hour,  unless  a  special  permit 
has  been  obtained  from  the  company's  general  superintendent. 

5.  Sails  must  not  under  any  circumstances  be  used  in  the  canal  without  the  permission  of 
the  dockmaster  or  canal  superintendent. 

6.  Vessels  must  at  all  times  be  navigated  with  care  and  caution,  and  in  such  manner  as  will 
not  involve  risk  of  collision,  or  endanger  the  safety  of  other  vessels  or  their  moorings,  or  cause 
damage  thereto,  or  to  the  banks  of  the  canal,  or  to  any  other  part  of  the  company's  property. 
Special  care  and  caution  must  be  used  when  approaching  the  locks,  where  the  banks  of  the  canal 
are  under  or  waiting  repair,  when  passing  vessels  moored  or  employed  in  dredging  or  other 
work,  small  craft,  or  workmen  engaged  in  repairs  or  otherwise,  under  which  circumstances 
vessels  must  reduce  their  speed  to  dead  slow,  or  if  necessary  stop  altogether. 

7.  If  the  safety  of  any  vessels  or  their  moorings  is  endangered,  or  if  damage  is  caused  thereto 
or  to  the  banks  of  the  canal  by  a  passing  vessel,  the  onus  shall  he  upon  the  master  of  such  vessel 
to  show  that  she  was  navigated  with  care  and  caution,  and  at  such  a  speed  and  in  such  a  manner 
as  directed  by  these  regulations. 

8.  All  vessels  navigating  the  canal  must  provide  and  use  good  and  sufficient  ropes  or  warps 
of  their  own,  which  must  be  kept  ready  to  send  ashore  when  required.  When  ropes  are  sent  on 
board  by  the  company's  officers  they  are  only  intended  to  be  used  in  aid  of  the  ship's  own  ropes, 
and  the  company  do  not  hold  themselves  liable  for  any  damage  in  the  event  of  ropes  breaking. 
Such  fenders  as  may  be  necessary  must  be  provided  by  the  ship,  and  must  be  of  such  material 
as  will  not  sink  if  lost  overboard. 

9.  All  vessels  navigating  the  canal  must  carry  and  use  proper  signals  in  accordance  with  the 
schedule  attached  hereto. 

10.  The  signals  at  the  swing  bridges  consist  of  a  black  ball  hoisted  on  a  mast  near  the 
center  of  the  bridges  by  day,  and  at  night  a  red  light  is  shown  from  the  bridges  midway  across 
the  canal  when  closed,  and  a  green  light  at  the  side  when  open.  If,  when  approaching  any 
swing  bridge,  the  ball  signal  is  seen  to  be  hoisted  that  will  signify  that  the  bridge  is  being  got 
ready  to  be  swung,  but  unless  the  bridge  is  completely  open,  or  by  night  a  green  light  is  shown, 
no  vessel  must  attempt  to  pass  through.     All  vessels  must  approach  the  swing  bridges  at  mod- 

61861°— 13 35 


538 


MEASUREMENT    OF    VESSELS    FOE   PANAMA    CANAL. 


erate  speed  in  case  any  accident  should  occur  to  the  machinery  whilst  swinging.  If  the  ball 
is  not  hoisted,  or  having  been  hoisted  is  lowered,  or  a  red  light  is  shown,  any  vessel  approaching 
such  bridge  must  immediately  stop.  If  the  ball  should  be  lowered,  or  a  red  light  be  shown, 
while  two  vessels  are  approaching  a  swing  bridge  from  the  same  direction  at  the  same  time, 
the  bridge  being  open,  that  will  indicate  that  the  bridge  is  being  closed  against  the  second 
vessel,  which  must  stop  until  the  ball  is  again  hoisted,  or  a  green  light  shown. 


f 


LOCK  ENGACED 


LOCK  AVAILABLE 


\*Jfr,N*ir«.'niw<tfr" 


11.  Whenever  a  signal  is  against  a  vessel  approaching  any  lock  she  must  signal  in  accord- 
ance with  the  schedule  attached  hereto,  and  no  vessel  must  make  for  any  lock  by  day  unless 
signaled  to  do  so  by  the  lowering  of  the  semaphore,  or  by  night  by  the  changing  of  the  red  light  to 
white,  and  then  only  for  the  lock  for  which  she  has  been  signaled. 

12.  No  vessel  must  approach  so  near  to  any  lock  as  to  impede  the  entrance,  to  or  departure 
from  such  lock  of  any  other  vessel  when  the  semiphore  is  raised  or  a  red  light  is  shown. 

13.  The  lockmaster  or  other  officer  in  charge  shall  fix  the  order  and  position  in  which  vessels 
may  enter  or  leave  any  lock,  and  his  instructions  shall  be  absolute. 

14.  When  the  stern  ropes  of  a  vessel  entering  a  lock  are  ashore,  the  engines  must  not  be 
moved  ahead  until  she  is  ready  to  leave  the  lock. 

15.  When  vessels  proceeding  in  opposite  directions  are  approaching  one  another,  each 
vessel  must  be  steered  as  closely  as  possible  with  safety  to  her  own  starboard  side  of  the  canal, 
so  that  they  may  pass  on  the  port  side  of  each  other;  each  vessel  must  reduce  her  speed  to  dead 
slow,  or,  if  necessary,  stop  the  engine  while  passing  each  other,  so  as  to  insure  their  passing  in 
safety.  When  vessels  meet  in  the  tidal  portion  of  the  canal  when  the  tide  is  running  in  or  out, 
the  vessel  proceeding  against  the  tide  must  give  way,  or  tie  up  if  necessary,  until  the  vessel 
coming  with  the  tide  or  stream  has  passed,  and  when  vessels  meet  in  the  nontidal  portion  of 
the  canal,  or  in  the  tidal  portion  during  slack  water,  the  vessel  bound  up  the  canal  must  give 
way,  or  tie  up  if  necessary,  until  the  vessel  coming  down  has  passed. 

16.  When  one  vessel  is  following  another  without  the  intention  of  passing,  she  must  not 
approach  nearer  to  the  leading  vessel  than  1  furlong  or  eighth  of  a  mile. 

17.  No  vessel  must  overtake  another  within  half  a  mile  of  any  lock  or  swing  bridge.  Every 
vessel  when  being  overtaken  must  keep  as  far  as  possible  to  starboard  of  mid-channel,  and 
if  after  sunset  a  white  light  must  be  shown  over  the  stern.  The  vessel  overtaking  must  pass 
on  the  port  side  of  the  vessel  overtaken. 

18.  Wherever  the  slopes  of  the  canal  will  permit,  small  craft  must  be  kept  entirely  out 
of  the  track  of  seagoing  vessels. 

19.  Whenever  vessels  under  way  require  to  depart  from  the  course  laid  down  for  them 
in  these  regulations,  for  the  purpose,  for  instance,  of  proceeding  to  or  from  any  quay,  wharf, 
works,  or  lock,  or  for  any  other  reason,  the  responsibility  of  doing  so  in  safety,  having  regard 
to  passing  traffic  and  to  works  in  operation,  or  otherwise,  will  rest  upon  the  person  in  charge 
and  the  owners  of  such  vessel. 

20.  Special  care  must  be  taken  when  vessels  arc  approaching  the  bridge  gauges  over  the 
canal  to  see  that  there  is  a  clear  headway,  and  when  passing  down  the  canal  no  spars  must  be 
hoisted  until  the  bridge  gauge  at  Runcorn  has  been  passed. 


MEASUKEMEXT   OF  VESSELS  FOB  PANAMA  CANAL.  539 

21.  When  dredgers  are  working  in  the  canal  in  daylight  a  ball  -will  be  hoisted  on  the  side 
of  the  dredger  which  is  clear  for  vessels  to  pass,  and  this  will  be  replaced  by  a  white  Light  when 
working  at  night.  A  red  light  will  be  shown  on  the  side  of  the  dredger  where  there  is  no  clear 
passage.     When  moored,  the  dredgers  will  exhibit  the  ordinary  lights  by  night. 

22.  Except  by  special  permission  in  writing  from  the  company's  engineer,  hopper  doors 
must  not  be  opened  in  the  canal. 

23.  An  efficient  lookout  must  be  kept  on  board  all  vessels  navigating  the  canal,  and  any 
obstruction  or  danger — particularly  timber  or  other  articles  observed  in  the  canal,  or  damaged 
buoys  or  perches — must  be  reported  at  the  first  lock  or  swing  bridge. 

24.  Ballast,  cinders,  or  rubbish  of  any  kind  whatever  must  not  be  deposited  in  the  canal 
or  upon  any  portion  of  the  company's  property,  except  by  consent  of  the  company  in  writing. 
Rubbish,  ashes,  etc.,  must  not  be  allowed  to  remain  on  the  deck  or  gangway  of  vessels  in  the 
canal. 

25.  When  by  accident  or  otherwise  any  material  of  any  kind  whatever  falls  overboard  or 
is  discharged  in  the  canal,  the  circumstances,  quantity,  nature  of  the  material,  and  position 
must  be  immediately  reported  to  the  dock  master,  canal  superintendent,  or  at  the  first  lock 
or  swing  bridge. 

26.  Immediate  notice  of  the  sinking  of  any  vessel  must  be  given  to  the  dock  master  or 
canal  superintendent,  and  signals  must  be  displayed  as  provided  for  in  the  schedule  attached 
hereto. 

27.  Every  vessel  must  be  kept  at  all  times  so  loaded  or  ballasted  as  to  be  safely  navigated 
or  moored  in  the  canal. 

28.  Vessels  must  be  moored  only  at  such  quays  and  other  places  as  are  provided  for  that 
purpose  by  tbe  company,  and,  except  in  cases  of  emergency,  or  unless  specially  ordered  to  do 
so  by  the  company's  officers,  no  vessel  must  be  brought  up  or  stopped  or  remain  moored  or 
anchored  in  the  fairway  of  the  canal.  When  a  vessel  is  moored  in  places  where  traffic  is  passing, 
a  pennant  must  be  hoisted  at  half-mast  by  day,  and  at  night  two  white  lights  must  be  exhibited 
where  they  can  be  best  seen,  one  forward  and  one  aft,  on  the  side  of  the  vessel  which  is  open 
to  the  canal.  No  master  or  other  person  having  or  taking  upon  himself  the  command  or  man- 
agement of  a«y  vessel  in  the  canal,  nor  anj*  other  person  employed  in  or  about  any  such  vessel, 
shall  make  fast,  or  cause,  permit,  or  suffer,  any  rope,  chain,  or  tackle  of  any  description  to  be 
made  fast  from  such  vessel  to  the  pillars  or  any  other  part  of  any  shed,  or  to  the  rails,  railway 
wagons,  or  to  any  other  property  of  the  company,  excepting  the  bollards,  mooring  posts,  or 
rings  specially  provided  for  the  purpose.  When  a  vessel  is  moored  the  engines  must  not  be 
set  in  motion  without  the  express  permission  of  the  dock  master  or  canal  superintendent,  nor 
until  a  suitable  lookout  has  been  first  placed  fore  and  aft. 

29.  A  competent  watchman  must  be  in  charge  both  day  and  night  on  board  every  vessel 
in  the  canal,  except  small  boats,  and  the  latter  must  be  moored  clear  of  the  traffic. 

30.  Vessels  must  be  removed  on  the  first  intimation  from  the  dock  master  or  canal  superin- 
tendent; and  masters  or  other  persons  in  charge  and  owners  of  vessels  must  obey  the  directions 
of,  and  must  not  offer  any  obstruction  to,  such  officers  as  to  the  mooring,  unmooring,  or  moving 
of  any  vessel,  or  in  regulating  the  position  for  loading  and  discharging  of  any  vessel,  and  the 
quay  space  to  be  occupied  by  them;  and  no  vessel  must  be  removed  from  one  berth  to  another 
without  the  express  permission  of  the  dock  master.  All  vessels  must  be  moved  by  the  persons 
in  charge  and  their  crews,  under  the  direction  of  the  dock  master,  his  assistants,  or  deputies. 

31.  No  vessel  may  tow  any  other  vessel  unless  licensed  or  authorized  by  the  company  to 
do  so;  tow  lines  must  not  exceed  50  feet  within  the  canal,  and  the  stern  of  the  hindmost  vessel 
towed  must  not  be  distant  more  than  500  feet  from  the  bow  of  the  vessel  towing  when  between 
Eastham  and  Mode  Wheel  Locks  and  not  more  than  400  feet  when  above  Mode  Wheel  Locks. 
Two  trains  of  vessels  towed  must  not  exceed  40  feet  in  width,  and  must  be  properly  secured 
by  breast  ropes.  When  the  vessels  are  towed  in  single  line,  the  tow  rope  must  be  made  fast  on 
the  port  bow  of  the  vessels  towed,  and  no  vessel,  barge,  or  craft  of  any  description  must  be 


540  MEASUREMENT   OF  VESSELS  FOR   PANAMA  CANAL. 

moved  in  the  fairway  of  the  canal  without  the  assistance  of  a  tug  or  her  own  propelling  power 
without  the  special  permission  of  the  dock  master  or  canal  superintendent. 

32.  No  person  shall  have  or  keep  any  fire,  lighted  candle,  or  lamp,  in  any  portion  of  the 
docks  or  in  any  vessel  in  the  canal,  unless  such  candle  or  lamp  be  at  all  times  inclosed  in  a 
lantern,  or  unless  such  fire  consume  only  coal  or  coke,  and  be  safely  secured.  When  a  fire  is 
observed  to  have  broken  out  on  board  any  vessel,  an  alarm  should  be  raised  by  ringing  a  bell 
on  board  such  vessel,  and  at  the  same  time  an  alarm  given  through  one  of  the  Gamewcll  fire 
alarms,  which  are  fixed  up  in  various  places  about  the  docks.  Every  vessel  must  have  on  board 
hose  pipe  of  sufficient  length  and  section,  in  good  working  order,  and  capable  of  being  imme- 
diately attached  to  the  force  pump,  for  the  purpose  of  extinguishing  fire.  When  a  fire  is 
observed  to  have  broken  out  in  any  warehouse,  shed,  or  elsewhere  on  the  company's  property, 
the  nearest  Gamewell  fire  alarm  should  be  immediately  made  use  of.  Signaling  a  fire  through 
a  Gamewell  fire  alarm  notifies  the  position  of  the  fire  simultaneously  to  both  the  company's 
dock  fire  office  and  also  the  fire  office  of  the  Manchester  Corporation  in  the  city. 

33.  No  ship  or  boat  laden  wholly  or  in  part  with  any  explosive  substance  will  be  allowed 
to  enter  the  canal  without  the  special  permission  of  the  company  in  writing. 

34.  No  timber  or  other  merchandise  must  be  discharged  into  the  canal  without  the  consent 
of  the  dock  master  or  canal  superintendent. 

35.  No  master  or  other  person  in  charge  of  any  vessel  lying  in  the  canal  shall  permit  such 
vessel  to  be  discharged  or  loaded,  or  shall  permit  such  vessel  or  her  masts,  spars,  or  tackle  to 
be  repaired,  in  such  manner  as  to  allow  any  substance  to  fall  into  the  canal,  or  without  providing 
a  canvas  or  other  protection,  if  necessary,  so  secured  from  the  side  of  such  vessel  during  the 
whole  of  the  time  occupied  by  such  discharge,  loading,  or  repairs,  as  effectually  to  prevent  any 
substance  from  falling  into  the  canal. 

36.  It  is  the  duty  of  the  owner  of  every  vessel  to  provide  ladders  or  stages,  and  of  the  officer 
in  charge  of  the  vessel  to  see  that  the  same  are  securely  placed  and  duly  protected  so  as  to  form 
a  safe  gangway  on  board  or  over  such  vessel,  and  that  they  are  properly  replaced  whenever  it 
is  necessary  to  shift  the  same,  or  alter  the  moorings;  and  the  company  are  not  responsible  for 
the  sufficiency  or  security  of  any  ladder  or  stages  which  may  be  lent  to  vessels  for  such  purpose. 

37.  Cargo  must  not  be  deposited  near  the  edge  of  the  quays,  and  no  obstacle  of  any  kind 
must  be  allowed  to  interfere  with  the  free  and  safe  use  of  the  quays,  mooring  posts,  bollards, 
hydrants,  or  hydraulic  connections. 

38.  Privies  and  urinals  are  provided  for  the  convenience  of  persons  using  the  docks.  All 
closets  on  board  any  vessel  or  craft  must  be  kept  closed  during  the  whole  time  such  vessel  or 
craft  is  in  the  canal. 

39.  Dogs  must  be  properly  secured  by  the  person  in  charge  of  them,  or  otherwise  responsible 
for  their  control.  Ferocious  animals,  or  birds,  or  dangerous  reptiles  will  not  be  permitted 
on  board  any  vessel,  barge,  lighter,  or  other  craft,  or  upon  any  of  the  company's  premises, 
unless  properly  secured. 

40.  Smoking  is  strictly  prohibited  upon  any  part  of  the  docks,  wharves,  or  premises  of 
the  company,  except  at  places  specially  provided.  Smoking  upon  any  vessel,  barge,  lighter, 
or  other  craft  is  also  prohibited  in  respect  of  any  vessel  loading  or  discharging  cargo  damageable 
by  fire. 

41.  All  persons  are  prohibited  from  writing  upon,  soding,  defacing,  marking,  or  injuring 
any  of  the  sheds,  barricades,  railings,  fences,  posts,  or  any  other  part  of  the  premises  of  the 
company  in  any  way  whatever. 

42.  No  vehicle  of  any  description  and  no  horse  or  beast  of  burden  will  be  allowed  to 
remain  unattended  upon  any  of  the  company's  roads  or  quays,  or  for  a  longer  time  than  is 
necessary  for  the  loading  or  unloading  of  goods,  or  for  taking  up  or  setting  down  passengers. 

43.  No  person  other  than  an  authorized  officer  of  the  company  shall  make  use  of  any 
crane,  jigger,  hydraulic  lead,  hydraulic  lift,  hydraulic  levers  at  the  docks  or  locks,  or  any  other 
machinery  or  working  appliances  of  the  company,  and  any  other  person  interfering  or  tampering 
with  any  such  machinery  or  working  appliances  wdl  be  liable  to  prosecution. 


MEASUREMENT    OF   VESSELS   FOE   PANAMA   CANAL. 


541 


44.  No  person  will  be  allowed  to  load  or  discharge,  or  to  assist  in  loading  or  discharging, 
vessels  in  the  docks,  or  to  handle  traffic  upon  the  quays  or  in  the  sheds,  unless  authorized  to 
do  so,  or  employed  by  the  dock  traffic  superintendent  of  the  company. 

45.  No  goods  will  be  allowed  to  be  removed  from  the  premises  of  the  company  until  an 
authorized  pass  has  been  delivered  hi  respect  .of  them. 

46.  The  master  or  other  person  in  charge  must  give  reasonable  notice  to  the  dock  master 
or  canal  superintendent  of  the  time  when  his  vessel  is  intended  to  leave  her  berth. 

47.  Any  person  who  assaults,  resists,  obstructs,  or  impedes  any  officer  of  the  company, 
in  the  execution  of  his  duty,  or  disobeys  his  lawful  orders,  or  uses  abusive  or  offensive  language, 
or  aids  or  incites  others  to  do  so,  will  be  liable  to  prosecution. 

The  officers  of  the  company  are  hereby  instructed  to  report  every  offense  against  any 
of  the  foregoing  regulations. 

SCHEDULE  OF  SIGNALS. 


Reason  for  signal. 


During  the  day.  between  sunrise  and  sunset. 


During  the  night,  between  sunset  and  sunrise. 
(Lights  in  accordance  with  the  provisions  for 
avoiding  collisions  at  sea.) 


When  approaching  other  vessels,  boats, 

or  rafts. 
When  overtaking  another  vessel  with 

intention  to  pass. 
If  obliged  to  stop  when  another  vessel 

is  following. 
When   approaching    a    lock    or    swing 

bridge  and  requiring  to  pass  through. 


During  fog.  mist,  or  falling  snow. 
Vessels  aground  or  disabled 


Whistle I  Whistle. 


.do. 


Do. 


3  blasts  of  whistle — 1  short,  1  long,  and  1  short 
blast. 

Whistle — approaching  from  Manchester,  1  long 
and  1  short  blast  of  whistle;  from  Eastham,  1 
long  blast  of  whistle;  but  whistle  not  to  be 
sounded  if  semaphore  lowered  at  lock  or  ball 
hoisted  at  swing  bridge. 

Comply  with  the  rule  of  the  road 

3  black  balls  or  shapes  in  a  vertical  line  one  over 
the  other,  not  less  than  3  feet  apart,  to  be  placed 
on  the  mast  where  they  can  be  seen  by  those 
navigating  the  canal  both  ways;  bell  to  be  rung 
on  the  approach  of  any  other  vessel. 


3  blasts  of  whistle — 1  short,  1  long,  and  1  short 
blast. 
:  Whistle — approaching    from    Manchester,    1    long 
and  1  short  blast  of  whistle;  from  Eastham,  1 
long  blast  of  whistle. 


Comply  with  the  rule  of  the  road. 

3  red  lights  in  globular  lanterns  in  a  vertical  line 
one  over  the  other,  not  less  than  3  feet  apart,  to 
be  placed  on  the  mast  where  they  can  be  best 
seen  by  those  navigating  the  canal  both  ways; 
1  bright  circular  light  aft;  bell  to  be  rung  on 
the  approach  of  any  other  vessel. 


BY-LAWS  FOR  REGULATING  THE  PASSAGE  OF  VESSELS  THROUGH  THE  ESTUARY  LOCKS  OF  THE 
MANCHESTER  SHIP  CANAL  AT  WESTON  AND  RUNCORN,  AND  ACROSS  THE  SAID  CANAL  BETWEEN 
THE  WESTON  MERSEY  LOCK  AND  THE  WESTON  POINT  DOCKS,  AND  BETWEEN  THE  BRIDGE- 
WATER  LOCK  AND  THE  RUNCORN  DOCKS. 


1 .  Vessels  passing  up  or  down  the  canal  when  traffic  is  crossing  the  canal  to  or  from  the 
estuary  locks  shall  reduce  speed  to  dead  slow,  proceed  with  caution,  and  be  otherwise  kept 
well  under  control,  and  if  necessary  stop ;  the  steamer  or  tug  giving  timely  notice  of  her  approach 
by  one  long  whistle,  to  be  sounded  when  not  less  than  500  yards  off  any  estuary  lock,  to  be 
repeated  at  short  intervals  until  the  lock  is  passed. 

2.  At  all  times  when  the  Mersey  tide  is  nearly  level  with  either  the  canal  or  Runcorn  or 
Weston  Docks,  vessels  passing  up  or  down  the  canal  shall  reduce  their  speed  when  passing  the 
said  docks  or  locks,  so  as  not  to  injure  the  dock  or  lock  gates  by  causing  them  to  open  or  shut 
by  reason  of  the  wash. 

3.  No  vessel  shall  make  for  any  lock  against  the  signal  shown  by  the  lock  master,  who, 
when  the  tide  serves,  shall  always  signal  for  vessels  to  approach  by  the  lowering  of  a  semaphore 
by  day  or  by  a  wliite  light  by  night,  unless  at  a  time  or  under  circumstances  when  the  approach 
of  such  vessels  would  involve  danger. 

4.  Vessels  leaving  or  entering  the  estuary  shall  do  so  in  the  order  indicated  at  the  tune 
by  the  lock  master,  subject  to  the  rights  of  precedence  given  by  by-laws  Nos.  6  and  7. 

5.  Persons  hi  charge  of  vessels  entering,  leaving,  or  passing  through  the  locks,  or  when 
moored  within  the  locks,  or  alongside  of  the  lock  walls,  shall  hi  all  matters  appertaining  thereto 
follow  the  direction  of  the  lock  master. 


542  MEASUREMENT    OF    VESSELS    FOR   PANAMA    CANAL. 

6.  All  Weaver  navigation  traffic  destined  for  the  Weston  Mersey  Lock,  whether  inward  or 
outward  bound,  shall  have  whatever  precedence  may  be  necessary  to  enable  it  to  pass  between 
the  Weaver  navigation  and  the  Mersey,  or  vice  versa,  on  the  same  tide. 

7.  All  Bridgewater  navigation  traffic  destined  for  the  Bridgewater  Lock,  whether  inward 
or  outward  bound,  shall  have  whatever  precedence  may  be  necessary  to  enable  it  to  pass  between 
the  Runcorn  Docks  and  the  Bridgewater  Canal  entrance  and  the  Mersey,  or  vice  versa,  on  the 
same  tide. 

8.  In  the  case  of  inward-bound  vessels,  on  every  occasion  where  vessels  or  barges  waiting 
at  or  in  the  Weston  Mersey  Lock,  or  at  or  in  the  Bridgewater  Lock,  to  be  passed  through  can 
be  so  locked  through  before  other  inward  traffic  in  sight  can  reach  the  respective  lock,  the  lock 
master  at  that  lock  shall  pass  the  same  through  the  lock  forthwith. 

9.  In  the  case  of  outward-bound  vessels,  on  every  occasion  where  vessels  or  barges  waiting 
at  or  in  the  Weston  Mersey  Lock  to  be  passed  through  can  be  so  locked  through  before  other 
outward  traffic  in  sight  can  reach  the  lock,  the  lock  master  shall  pass  the  same  through  the  lock 
forthwith. 

10.  The  canal  company  shall  make  provisions  for  allowing  vessels  coming  from  the  Weaver 
navigation  to  moor  in  the  canal  at  any  time  for  the  purpose  of  being  marshaled,  in  order  to  expe- 
dite their  passage  into  the  Weston  Mersey  Lock,  but  so  as  not  to  interfere  with  the  working  of 
the  canal. 

1 1 .  Any  person  having  charge  of  any  vessel  lying  on  either  side  of  the  canal,  in  the  neigh- 
borhood of  the  Weston  Mersey  Lock  and  the  Weston  Point  Dock,  or  the  Bridgewater  Lock 
and  the  Runcorn  Docks,  and  intending  to  cross  the  canal,  shall  not  cross  the  canal  until  directed 
to  do  so  by  the  officials  in  charge  (or  other  authorized  person)  regulating  the  traffic  on  that 
side  of  the  canal  where  the  vessel  is  lying,  but  such  directions  shall  be  given  as  will  maintain 
the  precedence  assigned  to  the  Bridgewater  navigation  and  Weaver  navigation  traffic. 

12.  The  clerk,  engineer,  pier  master,  clerk  of  works,  or  any  person  duly  authorized  by  the 
River  Weaver  trustees  shall  have  power  to  stop,  detain,  moor,  unmoor,  place,  move,  or  remove 
any  vessel  lying  in  the  canal  alongside  the  trustees'  property,  from  the  boundary  of  the  trustees' 
property  immediately  north  of  the  Delamere  entrance  to  the  boundary  of  such  property  south 
of  Weston  Marsh  Lock,  provided  that  in  so  doing  they  do  not  interfere  more  than  necessary 
with  the  traffic  on  the  canal. 

13.  If  through  noncompliance  with  any  of  the  foregoing  conditions,  or  through  any  willful 
action  of  those  in  charge  of  the  Weston  Mersey  Lock,  any  Weaver  navigation  vessels  or  barges, 
or  of  the  Bridgewater  Lock,  any  Bridgewater  navigation  vessels  or  barges  outward  bound  are 
detained,  and  in  consequence  lose  the  tide,  the  same  shall  have  the  right  to  proceed  down  the 
ship  canal  to  Eastham  free  of  any  charge;  and  any  vessels  or  barges  for  the  said  navigations 
detained  inward  tlirough  a  similar  cause  shall  have  the  right  to  he  in  the  canal  free  of  any 
charge  till  the  next  tide  allows  them  to  enter  into  their  respective  docks. 

14.  The  canal  company  are  not  bound  to  provide  any  ropes,  fenders,  or  other  appliances  for 
assisting  vessels,  but  if  and  when  the  company's  apphances  are  used,  the  same  are  used  by  vessels 
at  their  owners'  risk,  and  the  failure  of  such  apphances  does  not  exempt  the  owners  of  any  vessel 
from  liability  for  damage  done  to  the  company's  property  in  consequence. 

15.  The  Weston  Mersey  Lock  is  available  to  vessels  the  draft  of  which  does  not  exceed  3 
feet  6  inches  less  than  the  water  indicated  for  the  tide  on  the  old  dock  sill  according  to  Holden's 
Liverpool  time-table. 

Given  under  the  common  seal  of  the  Manchester  Ship  Cana*  Co.  this  21st  day  of  June,  1895. 

James  W.  Southern, 
Joseph  Leigh, 

Directors. 
[seal.]  A.  H.  Whitworth,  Secretary. 

In  pursuance  of  the  powers  vested  in  them  by  the  Manchester  Ship  Canal  Act  of  1895  the 
Board  of  Trade  hereby  signify  their  confirmation  of  the  above  by-laws. 
By  order  of  the  Board  of  Trade  this  3d  day  of  August,  1895. 

T.  H.  W.  Pelham,  Assistant  Secretary. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  543 

PILOTAGE  BY-LAWS  FOR  THE  REGULATION  OF  PILOTS  FOR  THE  PORT  OF  MANCHESTER,  AND  OF 
MASTERS  AND  MATES  OF  VESSELS  HOLDING  PILOTAGE  CERTIFICATES. 

At  the  court  at  Windsor,  the  21st  day  of  November,  1895.  Present,  the  Queen's  most 
excellent  majesty  in  council. 

Whereas,  by  the  five  hundred  and  eighty-second  and  five  hundred  and  eighty-third  sections 
of  the  Merchant  Shipping  Act  of  1894  it  is  enacted  that  a  pilotage  authority  may,  by  by-law 
made  under  Part  X  of  that  act,  do  all  or  any  <>f  the  things  specified  in  the  said  section;  but  that 
a  by-law  so  made  shall  not  take  effect  until  it  is  submitted  to  Her  Majesty  in  council  and  con- 
firmed by  order  in  council;    and 

Whereas,  the  Manchester  Ship  Canal  Co.,  being  the  pilotage  authority  for  the  port  of  Man- 
chester, have  made  and  submitted  for  confirmation  by  Her  Majesty  certain  by-laws  as  set  forth 
in  the  schedule  hereto  annexed;    and 

Whereas,  it  has  been  made  to  appear  to  Her  Majesty  that  the  proposed  by-laws  are  proper 
and  reasonable;    and 

Whereas,  the  provisions  of  section  1  of  the  Rides  Publication  Act  of  1893  have  been  com- 
plied with:  Now,  therefore, 

Her  Majesty,  by  virtue  of  the  powers  vested  in  her  by  the  Merchant  Shipping  Act  of  1894, 
and  by  and  with  the  advice  of  her  privy  council,  is  pleased  to  approve  of  and  confirm  the  said 
by-laws  as  set  forth  in  the  schedide  hereto  annexed. 

C.  L.  Peel. 

SCHEDULE. BY-LAWS. 

1.  The  following  by-laws  shall  commence  and  take  effect  on  the  1st  day  of  December,  1895. 

2.  In  the  construction  of  these  by-laws  "the  company"  shall  mean  the  Manchester  Ship 
Canal  Co.,  the  expression  "the  directors"  shall  mean  the  directors  for  the  time  being  of  the 
Manchester  Ship  Canal  Co.,  and  "the  canal"  shall  mean  the  Manchester  Ship  Canal. 

3.  Pilotage  upon  the  canal  is  not  compulsory,  but  no  pilot,  except  qualified  and  licensed  as 
hereinafter  mentioned,  shall  be  permitted  to  navigate,  conduct,  or  move  any  vessel  within  the 
canal,  docks,  and  basins  of  the  company. 

4.  The  company  may,  if  they  deem  it  expedient  so  to  do,  examine  any  person  (or  persons) 
who  shall  be  desirous  to  act  as  a  pilot;  and  every  person  who  shall  be  approved  of  by  the  com- 
pany shall  receive  a  license  in  writing,  signed  by  the  company's  secretarj7,  stating  that  he  is 
duly  qualified  to  act  as  a  pilot  on  the  canal,  and  also  setting  forth  the  name,  age,  stature,  com- 
plexion, and  place  of  abode  of  the  person  so  licensed. 

5.  Every  license  granted  by  the  company  shall  expire  on  the  first  day  of  the  month  of 
September  which  shall  first  happen  after  the  granting  thereof;  and  for  the  license  which  shall 
be  granted  to  an}7  person  upon  his  first  admission  as  a  pilot,  there  shall  be  paid  to  the  company 
the  sum  of  £2  2s.,  and  for  the  second  and  every  subsequent  license  which  shall  be  granted  to 
such  person  the  sum  of  £1  Is. 

6.  Every  licensed  pilot  shall  exhibit  his  license  to  the  master  of  the  vessel,  and  give  his 
name  and  address  and  behave  with  strict  sobriety  and  respect,  and  use  his  utmost  care  and  dili- 
gence to  conduct  the  vessel  to  her  destination  safely,  and  without  damage  to  any  vessel  or 
other  property;  and  he  shall  obey  and  execute  all  lawful  orders  given  by  the  company's  super- 
intendents, dock  masters,  and  officials  relative  to  the  locking,  towing,  transporting,  or  removing 
of  any  vessel  under  his  charge,  and  he  shall  not,  when  the  signal  is  against  him,  bring  or  attempt 
to  bring  any  vessel  into  any  lock,  dock,  or  basin  without  an  order  in  writing  from  an  authorized 
official  of  the  company. 

7.  Every  pilot  to  whom  a  license  has  been  granted  shall  provide  himself  with  a  flag  of  the 
usual  dimensions  and  of  two  colors,  the  upper  horizontal  half  red  and  the  lower  horizontal  half 
white,  and  on  taking  charge  as  pilot  of  any  vessel,  and  so  long  as  he  remains  in  charge,  he  shall 
cause  his  flag  to  be  hoisted  on  board  such  vessel  where  it  may  be  most  conspicuously  seen,  and 
shall  keep  this  flag  continually  flying  until  he  is  discharged  or  relieved  by  another  pilot. 


544 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


8.  Every  pilot  shall,  when  on  duty,  always  have  with  him  a  good  watch,  a  tide  table,  copy 
of  the  company's  by-laws,  his  license,  and  his  flag. 

9.  Every  licensed  pilot  shall,  before  leaving  any  vessel  piloted  by  him  either  inward  or 
outward,  obtain  from  the  officer  in  command  of  such  vessel  a  certificate1  of  his  services,  and 
shall,  upon  landing,  report  himself  to  the  company's  superintendent  or  official  in  charge  at  such 
landing,  and  deliver  up  to  such  superintendent  or  official  every  such  certificate  and  all  moneys 
received  by  him. 

10.  No  person  to  whom  a  pilotage  license  shall  be  granted  by  the  company  shall  add  to  or 
hi  any  way  alter  such  license  or  make  or  alter  any  indorsement  thereon,  nor  shall  at  any  time 
lend  such  license. 

11.  A  licensed  pilot  shall  not,  without  the  company's  consent,  demand  or  receive  in  respect 
of  any  services  any  payment  either  in  excess  of  or  less  than  the  amount  which  he  shall  under 
any  resolution  or  regidation  of  the  company  for  the  tune  being  in  force  be  entitled  to  receive. 

12.  Whenever  any  licensed  pilot  shall  observe  any  alteration  in  any  of  the  banks  or  the 
depth  of  water  in  the  canal,  or  that  any  buoys,  beacons,  or  lights  have  been  driven  away, 
broken  down,  damaged,  or  are  out  of  place,  or  any  circumstances  affecting  the  safety  of  the 


1  The  certificate  referred  to  is  No.  397,  which  is  filled  out  by  the  pilot,  signed  by  the  master  of  the  vessel,  and  is  delivered  or  posted  to  the  proper 
canal  official.  Certificate  No.  398  is  filled  out  and  signed  by  the  master  of  the  vessel  and  is  retained  by  the  pilot  as  a  record.  The  two  certificates 
are  as  follows: 

Note. — This  Certificate  must  be  filled  up  by  the  Pilot,  and  the  total  amount  of  Pilotage  inserted  therein  before  it  is 
signed  by  the  Master  and  Pilot  of  the  Vessel.  It  must  afterwards  be  stamped  and  posted  by  the  Pilot,  or  given  up  by  him 
at  any  Lock  or  Station  of  the  Company  for  transmission  to  the  Dock  Office. 


SHIP  <    \  -V  %  1,  PILOTAGE. 

Vessel's  Name Nationality 

Reg.  Tonnage Loaded  or  Ballasted 

Draught feet inches.    Date  of  service 191. 

Piloted  from to 

Total  amount  of  Pilotage  due,  £ 

Detention) 


(If  any,  1 
state reasorA 
thereof  and  | 

time    occu-                                                                                     _,.               ,             . 
pied.)         J Time. . .  .hrs.     Amount,  £ 

Owner  or  Agent  liable  for  Pilotage 

Signed Master. 

Pilot. 

Charges  for  Pilotage  outside  of  the  Canal  must  not  be  included  in  this  Certificate. 

FULL  PARTICULARS  OF  ANY  CHARGE  FOR  DETENTION  MUST  ALWAYS  BE 

STATED. 

Gratuities  must  not  be  given   or  received,  as  this  would  be  an  Infringement  of  the  Company's  Pilotage 
Bye-law  No.  11  and  render  the  Pilot  liable  to  a  heavy  penalty. 


Note. — This  Certificate  is  to  be  filled  up  and  signed  by  the  Master  of  the  Vessel,  and  returned  to  the  Pilot. 


II  VS<   III  SI  IK    SHIP  CANAL  PILOTAGK. 


■  Of. 


VesseVs  Name 

Draught feet inches. 

Reg.  Tonnage Loaded  or  Ballasted. 

Bound  from To 

Piloted  from To 

Extra  Services 

Date 191 

Pilot's  Name 

Total  amount  of  Pilotage  due,  £ 

Owner  or  Agent 


Master  of  Vessel  Piloted. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  545 

navigation  of  the  canal,  he  shall  forthwith  send  correct  written  information  thereof  to  the 
manager  of  the  company. 

13.  Whenever  any  accident  shall  have  happened  to  or  been  caused  by  any  vessel  while  in 
charge  of  a  licensed  pilot,  such  pilot  shall,  immediately  after  leaving  the  vessel,  report  the  facts 
of  such  accident,  so  far  as  he  knows  them,  to  the  nearest  canal  superintendent. 

14.  Any  licensed  pilot  losing  his  license  shall  forthwith  give  notice  thereof  to  the  com- 
pany's secretary,  stating  the  circumstances  under  which  the  license  was  lost,  and  the  company's 
secretary  shall,  unless  he  shall  be  satisfied  that  the  loss  has  been  caused  by  the  pilot's  miscon- 
duct, cause  to  be  issued  to  such  pilot  a  duplicate  license  in  a  form  to  be  approved  by  the  com- 
pany. For  a  duplicate  license  a  licensed  pilot  shall  pay  to  the  company  such  a  sum,  not  exceed- 
ing £2  2s.,  as  the  company  may  direct  in  each  case. 

15.  All  pilotage  rates1  shall  be  collected  by  the  company  and  paid  to  the  pilots  who  earn 
the  same,  less  a  reasonable  deduction  for  the  cost  of  collection.  Such  pilotage  rates  shall  be 
as  follows : 

An  initial  fee  shall  be  paid  for  each  vessel  when  requiring  pilotage  service  entering  or 
leaving  the  canal,  according  to  the  net  registered  tonnage. 

£    s.  d. 

300  tons  and  under 0  10  0 

600  tons  and  under 1    0  0 

1,200  tons  and  under 1  10  0 

All  over  1,200  tons 2    0  0 

and  in  addition  thereto  a  sum  at  the  rate  of  1  shilling  per  mile  or  portion  of  a  mile  for  the  dis- 
tance navigated.  Vessels  in  ballast  shall  pay  the  full  initial  fee,  but  only  half  of  the  mileage 
rate. 

16.  When  pilotage  service  is  rendered  to  a  vessel  in  the  canal,  but  when  not  entering  or 
leaving  the  canal,  one-half  the  above-named  initial  fee  is  to  be  charged  in  addition  to  the  mile- 
age rate  of  1  shilling  per  mile. 

17.  In  case  any  licensed  pilot  shall  refuse  to  pilot  any  inward  or  outward  bound  vessel 
upon  the  request  of  the  master  thereof,  or  in  case  it  shall  be  proved  to  the  satisfaction  of  the 
company's  directors  that  any  pilot  shall  in  any  manner  have  failed  in  or  neglected  his  duty  as 
a  pilot,  or  in  any  manner  acted  contrary  to  any  of  these  by-laws,  or  if  any  pilot  shall  refuse  to 
obey  any  summons  of  the  company's  directors  to  appear  before  them,  or  to  obey  any  order  of 
the  directors,  the  company  may  recall  the  license  granted  to  such  pilot,  and  declare  the  same 
to  be  void,  or  may  suspend  the  same  for  such  time  as  they  shall  think  proper. 

18.  Every  person  offending  against  or  contravening  any  of  the  preceding  by-laws  shall,  for 
every  such  offense,  forfeit  and  pay  a  sum  not  exceeding  £5. 

19.  If  any  person  other  than  the  master  or  mate  shall  pilot  any  vessel  into,  or  out  of,  or 
along  the  canal,  docks,  or  basins  of  the  company  without  having  been  first  duly  licensed  by 
the  company  to  act  as  a  pilot,  or  after  the  expiration  of  his  license,  and  before  the  same  shall 
have  been  renewed,  he  shall  for  every  such  offense  be  liable  to  a  penalty  of  not  exceeding  £20. 

REGULATIONS  FOR  THE   USE   OF  FIRES   AND   NAKED   LIGHTS   FOR   THE   REPATR   OF  VESSELS   IN   THE 

DOCKS. 

1.  No  person  shall  use  any  fire  for  heating  iron  or  smith's  work  on  board  any  vessels  in 
any  of  the  docks  without  the  written  permission  of  the  dock  master  being  previously  obtained, 
and  unless  such  fire  shall  be  used  or  kept  at  all  times  in  a  portable  iron  forge  on  the  upper  deck 
and  away  from  the  hatches  of  the  vessel,  but  under  special  conditions  it  may  be  allowed  on 
the  'tween  decks  of  an  iron  vessel;  the  fire  and  forge  are  to  be  well  and  sufficiently  secured 
under  the  supervision  and  to  the  satisfaction  of  one  of  the  company's  police  officers,  and  for 
whose  attendance  a  charge  shall  be  made,  but  the  company  will  be  in  no  way  responsible  for 
such  fire  or  any  damage  caused  thereby. 

i  See  also  "  Schedule  of  ships'  dues  and  other  charges,"  Appendix  VI  of  report  upon  Panama  Traffic  and  Tolls. 


546 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


2.  No  person  shall  use  any  fire  for  heating  bent  plate,  or  stem,  or  any  part  of  the  vessel's 
hull  or  structure  without  the  written  permission1  of  the  dock  master  is  previously  obtained,  and 
stating  in  which  part  of  the  docks  such  repairs  are  to  be  proceeded  with.  Such  fires  are  to  be 
under  continued  supervision  of  the  company's  police,  for  whose  services  a  charge  shall  be  made, 
but  the  company  will  not  be  responsible  for  such  fires  or  any  damage  caused  thereby. 

3.  No  master,  mate,  or  other  person  in  charge  of  a  vessel,  barge,  lighter,  or  craft  loading  or 
unloading  any  cotton,  tar,  pitch,  resin,  hemp,  jute,  turpentine,  oil,  ha}',  straw,  shavings,  faggots, 
or  other  combustible  goods  shall,  without  previous  permission  in  writing  of  the  dock  master, 
permit  or  suffer  any  person  to  have,  nor  shall  any  person  without  such  permission  have,  a  fire 
or  naked  light  on  deck  when  the  hatches  are  off,  or  have  any  other  thing  near  to  or  amongst 
such  combustible  goods,  whereby  the  security  of  the  same  is  endangered. 

4.  No  person  shah  use  any  fire  on  board  any  vessels  for  fumigating  or  drying  the  vessels, 
or  drying  the  bread  tanks,  or  tor  burning  off  paint,  without  permission  of  the  dock  master,  and 
every  such  fire  shall  be  placed,  secured,  and  used  to  the  satisfaction  of  the  company's  police 
officer,  who  shall  remain  on  board  the  vessel  whilst  the  fire  is  being  used,  and  for  whose  attend- 

'  Application  for  a  permit  to  use  a  fire  is  made  on  form  No.  1166  by  the  master  of  the  vessel.    Permission  is  given  by  the  dockmaster  on  form 
No.  1497.    They  are  as  follows: 


MANCHESTER  SHIP  CANAL. 

Manchester, 
190 

Application  for  Permit  for  Fire. 

To  the  Dockmaster,  Manchester. 

Sir:  For  the  purpose  of  repairs  on  board .- viz: 

I  shall  be  glad  if  you  will  grant  a  permit  for  a  forge-fire  or  any  other  safe  means  placed  in 

for  heating  iron  necessary  for  repairs. 

I  will  take  every  precaution,  and  make  every  provision  necessary  against  the  spread  of  such  fire;  and  hold  myself 
and  owners  responsible  for  any  loss  or  damage  that  may  arise,  directly  or  indirectly,  from  such  fire,  and  undertake 
to  strictly  comply  with  the  Ship  Canal  Company's  Fire  Regulations. 
Yours  truly, 

Master  or  Officer  in  charge, 
S.S 


MANCHESTER  SHIP  CANAL. 


Fire  Permit. 


Dock  Office,  Manchester, 


190 


To  the  master  or  officer  in  charge  of  S.S 

In  reply  to  your ■. .  request  of for  permission  for  a  fire 

to  be  used  on  your  steamer,  for  the  purpose  of  effecting  the  undermentioned  repairs,  viz: 


such  permission  is  hereby  granted  on  condition  that  every  precaution  is  taken  by  you  or  some  one  on  your  behalf,  to 
prevent  the  spread  of  such  fire,  and  that  the  portable  forge,  or  other  safe  means  used  for  containing  the  fire,  shall  be 
kept  as  far  as  possible  from  hatchways,  cargo,  or  any  inflammable  material,  and  that  ample  means  are,  during  the 
use  of  such  fire,  kept  at  hand,  available  for  instant  use  in  extinguishing  a  fire. 

Itis  also  hereby  understood  that  this  permit  is  granted  on  the  understanding  that  the  owners  of  the  steamer  named 
herein  accept  all  risk  and  responsibility  in  respect  of  the  use  of  the  fire,  and  that  the  canal  company  do  not  accept  any 
risk  whatever  in  regard  thereto. 


Dockmaster. 

Note. — The  company's  regulations  provide  that  fires  used  both  on  the  dock  premises,  and  on  board  vessels  in  the 
docks  in  connection  with  repairs  to  vessels,  are  to  be  under  the  supervision  of  one  of  the  company's  police  officers  for 
whose  attendance  a  charge  will  be  made. 


MEASUREMENT   OF   VESSELS   FOE  PANAMA   CANAL.  547 

ance  a  charge  shall  be  made,  but  the  company  will  not  be  responsible  for  such  fire  or  any  dam- 
age caused  thereby. 

5.  No  person  shall  use  any  fire  in  any  shed  on  the  docks  for  heating  rivets,  water,  tar,  or 
for  melting  lead  for  vessel's  purposes,  but  the  same  can  be  used  on  an  open  quay,  and  at  a 
reasonable  distance  from  the  edge  of  the  quay  and  from  combustible  goods,  after  permission 
has  been  obtained  from  the  dock  master.  The  fire  is  to  be  put  under  the  supervision  of  the 
company's  police  officer,  for  whose  attendance  a  charge  will  be  made,  but  the  company  will 
not  be  responsible  for  such  fire  or  any  damage  caused  thereby. 

6.  Whenever  there  is  fire  permitted  for  special  purposes  there  should  be  provision  made  to 
extinguish  same  by  having  a  water  hose  laid  ready,  or  buckets  and  water  in  them  at  hand,  etc. 

7.  No  person  shall  use  naked  lights  in  any  part  of  a  vessel,  except  the  engine  room,  stoke 
hold,  or  shaft  funnel,  without  permission  from  the  company. 

REGULATIONS   FOR  THE    NAVIGATION   OF  THE    SHIP   CANAL  BY  VESSELS   CARRYING   PETROLEUM   IN 
BULK,    AND    FOR    THE    DISCHARGE    OF    PETROLEUM    IN    BULK    IN    THE    SHIP    CANAL. 

1.  Previous  to  the  discharge  of  any  petroleum  a  declaration1  must  be  signed  by  the  owners 
or  the  captain  of  the  vessel  stating  that  the  oil  does  not  flash  under  73°  F. 

2.  An  application1  in  writing  must  be  made  by  the  importer  to  the  harbor  master  for  per- 
mission  to  pump  the  oil  from  the  vessel  into  the  pipes  leading  to  the  storage  tanks,  and  the 
applicant  must  indemnify  the  Manchester  Ship  Canal  Co.  against  all  losses,  damages,  costs,  or 
expenses  which  they  may  incur  or  become  liable  for  by  reason  of  the  granting  of  any  such 
permission.  No  oil  must  be  allowed  under  any  circumstances  to  leak  or  flow  into  the  canal  or 
on  to  the  quay. 

3.  No  fires  or  lights  shall  be  allowed  on  board  the  vessel  during  the  time  of  discharging, 
except  such  necessary  fires  in  the  engine  room  for  generating  steam  for  pumping  the  oil  as  the 
harbor  master  may  from  time  to  time  permit;  no  smoking  shall  be  allowed  on  board  the  vessel 
or  any  lighter  lying  alongside  or  on  the  quay  during  such  time,  and  no  matches  except  safety 
matches  shall  be  on  board. 

4.  Every  possible  precaution  must  be  taken,  both  by  the  master  of  the  vessel  and  by  the 
importer  to  prevent  risk  of  fire  or  explosion.  Notice  in  writing  must  be  given  by  the  master 
of  the  vessel  to  the  harbor  master  previous  to  water  being  pumped  into  the  tanks  of  the  vessel. 

5.  The  vessel  shall  not,  whilst  in  the  canal,  be  left  without  a  sufficient  crew  on  board.  No 
persons,  other  than  the  crew  and  such  other  persons  as  shall  be  employed  or  engaged  by  the 
importer  or  bjr  the  master  or  owner  of  the  vessel  in  connection  with  the  discharge  of  the  cargo, 
shall  be  allowed  on  board  the  vessel  or  on  the  quay  alongside. 

6.  An  officer  may  be  sent  by  the  harbor  master  to  watch  the  carrying  into  effect  of  these 
regulations,  and  may  remain  in  attendance  until  the  cargo  has  been  duly  discharged. 

7.  Notices  in  writing  must  be  given  to  the  harbor  master  when  it  is  proposed  to  ventilate 
the  tanks  after  the  oU  has  been  pumped  therefrom,  and  such  notice  shall  state  the  mode  in 
which  it  is  proposed  to  effect  such  ventilation. 

8.  No  lighter  or  other  craft  shall,  except  with  the  permission  of  the  harbor  master,  lie 
alongside  any  vessel  during  the  discharge  of  her  cargo,  and  if  such  permission  is  given  no  lights2 
or  fires  shall  be  allowed  on  board  such  craft. 

9.  Every  vessel  having  petroleum  on  board  shall  keep  conspicuously  exhibited,  from 
sunrise  to  sunset,  a  red  flag. 

>  See  page  552.  '  See  pages  553-554. 


548  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

BY-LAWS    MADE    BY   THE   MANCHESTER    SHIP   CANAL    CO.    FOR   REGULATING    THE    FOREIGN-ANIMALS 
TRAFFIC    IN    THE    HARBOR    AND    PORT    OF   MANCHESTER. 

1.  Prior  to  the  entry  into  the  ship  canal  of  any  vessel  carrying  foreign  animals  a  printed 
copy  of  these  regulations  shall  be  given  to  the  master  of  such  vessel  by  the  pilot  of  the  ship, 
and  also  by  the  lock  master  at  Eastham. 

2.  So  long  as  any  vessel  carrying  foreign  animals  remains  in  the  ship  canal,  and  until  such 
animals  have  been  discharged,  such  vessel  shall  fly,  as  a  distinguishing  flag,  the  code  flag  "K"' 
immediately  below  the  pilot  flag. 

3.  During  the  passage  through  the  ship  canal  or  locks  of  any  vessel  carrying  foreign  ani- 
mals, and  until  the  arrival  of  such  vessel  at  the  foreign-animals  wharf,  no  person  shall  leave 
such  vessel. 

4.  A  vessel  carrying  foreign  animals  shall  not  be  permitted  to  enter  or  use  any  lock  so 
long  as  the  same  is  occupied  by  any  other  vessel  other  than  a  tugboat  engaged  in  assisting  the 
vessel  carrying  foreign  animals  to  her  destination;  and  so  long  as  any  vessel  carrying  foreign 
animals  is  in  any  lock,  no  other  vessel  shall  be  permitted  to  enter  or  use  the  same. 

5.  A  vessel  carrying  foreign  animals  shall  not  be  permitted  to  enter  or  use  any  lock  so  long 
as  any  vessel  carrying  animals  other  than  foreign  animals  is  in  one  of  the  same  set  of  locks;  and 
so  long  as  any  vessel  carrying  foreign  animals  is  in  any  lock  no  vessel  carrying  animals  other  than 
foreign  animals  shall  be  permitted  to  enter  or  use  one  of  the  same  set  of  locks. 

6.  If  any  pilot,  lock  master,  or  other  servant  of  the  company  infringe  any  of  these  regu- 
lations, or  fail  to  enforce  the  same,  he  will  be  liable  to  immediate  suspension  and  to  be  dismissed 
from  the  company's  service. 

7.  The  expression  "foreign  animals"  in  these  regulations  means  cattle,  sheep,  or  swine 
imported  from  an}r  country  or  place  out  of  the  United  Kingdom. 

The  Manchester  Ship  Canal  Company. 
A.  H.  Whitworth,  Secretary. 
December  4,  1893. 

The  Board  of  Trade  hereby  signify  then  confirmation  of  the  above  by-laws. 
By  order  of  the  Board  of  Trade  this  Sth  day  of  December,  1S93. 

.  C.  Cecil  Trevor,  Assistant  Secretary. 

NOTICES    TO    MARINERS    AND    PILOTS    ISSUED    BY   MANCHESTER    SHIP    CANAL    COMPANY 

1902-1911. 

REGULATIONS  FOR  THE  USE  OF  THE  LOCKS.1 

Eveiy  steamer  navigating  the  ship  canal  must  strictly  obey  the  following  regulation  when 
entering  any  lock: 

Every  steamer  using  a  lock  must  be  brought  up  in  the  manner  described  below,  and  is 
hereby  prohibited  from  again  using  her  engines  after  being  brought  up  until  the  gates  in  front 
of  her  are  open  and  the  lockmaster  gives  the  order  for  the  steamer  to  proceed  out  of  the  lock. 
When  a  vessel  has  a  tug  ahead  it  may  assist  her  in  proceeding  along  the  lock  after  being  brought 
up  but  when  a  steamer  has  no  tug  ahead  she  must  be  warped  into  position  along  the  lock  from 
the  position  in  which  she  has  been  brought  up. 

Large  locks. — When  a  steamer  uses  one  of  the  large  locks  either  in  going  up  or  down  the 
the  canal  she  must  be  brought  up  so  that  her  bows  shall  not  be  more  than  300  feet  beyond 
the  pierhead  which  she  passed  on  entering  the  lock. 

Small  locks. — When  a  steamer  going  up  the  canal  uses  one  of  the  small  locks  she  must 
be  brought  up  so  that  her  bows  shall  not  be  more  than  200  feet  beyond  the  large  island  pier- 
head which  she  passed  on  entering  the  lock. 

'  See  notices  of  Feb.  1, 1904;  Apr.  13, 1905;  and  Nov.  25, 1905. 


MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL.  549 

When  a  steamer  going  down  the  canal  uses  one  of  the  small  locks  she  must  be  brought 
up  alongside  the  pier  on  the  starboard  side  of  the  lock  so  that  her  bows  shall  not  be  more  than 
200  feet  beyond  the  large  .island  pierhead  which  she  passed  on  entering  the  lock. 

By  Order  of  the  Board  of  Directors. 

Manchester,  December  19,  1902. 


TRANSMISSION    OF    ORDERS    TO    ENGINE    ROOM. 

Whenever  a  steamer  is  navigating  any  portion  of  the  ship  canal  or  docks,  every  order 
telegraphed  to  the  engine  room  must  be  at  the  same  moment  conveyed  verbally  to  the  engine 
room. 

For  this  purpose  a  man  must  always  be  stationed  below  the  steamer's  bridge,  and  every 
order  must  be  given  to  him  simultaneously  with  the  telegraphic  order  loud  enough  for  the 
man  to  hear,  and  he  must  instantly  repeat  the  order  in  a  voice  loud  enough  to  be  distinctly 
heard  in  the  engine  room. 

No  infringement  of  this  regulation  can  be  permitted  for  any  reason  whatsoever. 

By  Order. 

Dock  Office,  Manchester.  December  IS,  1902. 


LEADING    LIGHTS    ON    THE    CANAL. 

Please  note  that  with  a  view  to  assisting  vessels  regularly  navigating  the  canal  at  night 
time,  the  canal  company  have  provided  lamps  showing  white  lights  to  act  as  leading  lights 
to  enable  those  in  charge  of  steamers  passing  both  up  and  down  the  waterway  on  and  after 
the  1st  proximo,  to  pick  up  the  various  points  along  the  canal. 

The  points  at  which  the  lights  have  been  fixed  are  as  follows: 

One  on  south  side  of  canal  between  Nos.  68  and  69  per  chart,  opposite  Wiggs's  Works, 
Runcorn. 

One  on  north  side  of  canal  at  No.  76  per  chart  (Randle's  Sluices). 

One  on  south  side  of  canal  between  Nos.  100  and  101  per  chart,  near  Rixton  Junction. 

One  on  north  side  of  canal  at  No.  104  per  chart  near  to  Mill  Bank. 

By  order. 

E.  Latimer,  General  Superintendent. 

Dock  Office,  Manchester,  November  30,  1903. 


NEW    JETTY — BARTON    LOCKS. 

Notice  is  hereby  given  that  a  leading  jetty,  200  feet  in  length,  has  now  been  erected  on 
the  north  side  of  the  canal  at  the  upper  end  of  the  65-foot  lock  at  Barton,  alongside  which 
all  outward-bound  vessels  must  be  brought  up,  and  the  steamer's  engines  must  not  be  again 
set  in  motion  until  the  vessel  is  ready  to  leave  Barton  after  having  been  lowered  down  in  the 
lock  and  the  lower  gates  opened. 

All  vessels  after  having  been  so  brought  up  at  the  jetty  must  be  warped  into  the  lock, 
or,  if  assisted  by  tugs,  be  towed  into  the  lock,  but  only  at  such  a  speed  as  will  enable  the  vessels 
to  be  brought  up  at  any  moment  with  the  ship's  own  ropes. 

This  notice  cancels  the  notice  given  on  the  19th  of  December,  1902,  so  far  as  regards  the 
use  of  the  65-foot  lock  at  Barton  by  vessels  outward  bound. 

By  Order  of  the  Board  of  Directors. 

Manchester,  February  1.  1904- 


550  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

NEW    JETTY IRLAM    LOCKS. 

Notice  is  hereby  given  that  a  leading  jetty,  264  ieet  in  length,  has  now  been  erected  on  the 
north  side  of  the  canal  at  the  upper  end  of  the  65-foot  lock  at  Irlam,  alongside  which  all  out- 
ward-bound vessels  must  be  brought  up,  and  the  steamer's  engines  must  not  be  again  set  in 
motion  until  the  vessel  is  ready  to  leave  Irlam  after  having  been  lowered  down  in  the  lock  and 
the  lower  gates  opened. 

All  vessels  alter  having  been  so  brought  up  at  the  jetty  must  be  warped  into  the  lock,  or,  if 
assisted  by  tugs,  be  towed  into  the  lock,  but  only  at  such  a  speed  as  will  enable  the  vessels  to 
be  brought  up  at  any  moment  with  the  ship's  own  ropes. 

This  notice  cancels  the  notice  given  on  the  19th  oi  December,  1902,  so  far  as  regards  the  use 
of  the  65-foot  lock  at  Irlam  by  vessels  outward  bound. 

By  Order  of  the  Board  of  Directors. 

Manchester,  April  IS,  1905. 


NEW    JETTY LATCHFORD    LOCKS. 

Notice  is  hereby  given  that  a  leading  jetty,  264  feet  in  length,  has  now  been  erected  on  the 
north  side  of  the  canal  at  the  upper  end  of  the  65-foot  lock  at  Latchford,  alongside  which  all 
outward-bound  vessels  must  be  brought  up,  and  the  steamer's  engines  must  not  be  again  set  in 
motion  until  the  vessel  is  ready  to  leave  Latchford  after  having  been  lowered  down  in  the  lock 
and  the  lower  gates  opened. 

All  vessels  after  having  been  so  brought  up  at  the  jetty  must  be  warped  into  the  lock,  or, 
it  assisted  by  tugs,  be  towed  into  the  lock,  but  only  at  such  a  speed  as  will  enable  the  vessels  to 
be  brought  up  at  any  moment  with  the  ship's  own  ropes. 

This  notice  cancels  the  notice  given  on  the  19th  of  December,  1902,  so  far  as  regards  the 
use  of  the  65-foot  lock  at  Latchford  by  vessels  outward  bound. 

By  Order  of  the  Board  of  Directors. 

Manchester,  November  25,  1905. 


NEW  SIGNALS  AT  EASTHAM  LOCKS  TO  INDICATE  WHEN  THE  WATER  IN  THE  RIVER  MERSEY  AND  IN 

THE    SHIP    CANAL    IS    ON    THE    SAME    LEVEL. 

Notice  is  hereby  given  that  on  and  after  the  8th  of  January,  1907,  whenever  the  water  in 
the  River  Mersey  and  in  the  ship  canal  is  on  the  same  level  and  the  lock  gates  are  open  the 
following  signals  will  be  exhibited : 

At  night  a  fixed  green  light  placed  between  the  present  signal  lights,  but  6  feet  higher  than 
those  lights,  will  be  exhibited  on  both  the  north  and  the  south  ends  of  the  Eastham  locks. 

By  daylight  a  disk  will  be  exhibited  instead  of  the  green  hght  in  the  same  position  on 
both  the  north  and  south  ends  of  the  locks. 

These  additional  signals  will  in  no  way  affect  or  interfere  with  the  working  of  the  present 
semaphore  signals,  which  will  be  operated  as  hitherto. 

By  order: 

E.  Latimer,  General  Superintendent. 

Dock  Office,  Manchester,  January  2,  1907. 


SIGNALS    AT    EASTHAM    SHEER    LEGS. 


Notice  is  hereby  given  that  on  and  after  the  12th  of  April,  1909,  the  following  signals  will 
be  exhibited  at  the  sheer  legs  at  Eastham  whenever  it  is  working,  viz: 


MEASUREMENT    OF   VESSELS   FOE   PANAMA   CANAL.  551 

By  clay,  three  balls  one  over  the  other,  3  feet  apart ;  and  by  night,  three  red  lights  in  similar 
position. 

"Whenever  either  01  these  signals  is  shown  all  vessels  approaching  ths  sheer  legs  must  reduce 
their  speed  and  pass  the  vessel  lying  at  the  sheer  legs  at  dead  slow  speed,  or,  if  ordered  verbally 
to  do  so,  stop  altogether. 

By  order: 

E.  Latimer,  General  Superintendent. 

Dock  Office,  Manchester,  April  8,  1909. 


GUIDING   LIGHTS    OX    THE    CANAL. 

Notice  is  hereby  given  that  the  canal  company  have  provided  two  beacon  lamps  showing 
white  guiding  lights  to  assist  those  in  charge  of  steamers  passing  up  and  down  the  waterway 
after  dark  to  pick  up  the  various  points  along  the  canal  between  Eastham  and  Ellesmere  Port, 
and  such  lights  will  come  into  use  on  the  9th  instant. 

The  points  at  which  the  lights  have  been  fixed  are  as  follows: 

On  the  west  side  of  canal  near  to  No.  6,  per  chart  at  Hooton  Wharf. 

On  the  east  side  of  canal  near  to  No.  9,  per  chart  at  Mount  Manisty. 

By  order: 

E.  Latimer.  General  Superintendent. 

Dock  Office,  Manchester,  October  8,  1909. 


notice  to  mariners. 
Light  on  No.  14  Dolphin,  West  Side  of  Entrance  Channel  at  Eastham  Locks. 

Notice  is  hereby  given  that  owing  to  the  reconstruction  of  No.  14  dolphin,  situate  on  the 
west  side  of  the  approach  channel  to  the  Eastham  Locks,  the  white  fight  now  exhibited  on 
such  dolphin  will,  from  and  after  the  16th  July  instant,  be  placed  and  exhibited  on  No.  15 
dolphin  until  further  notice. 

By  order: 

E.  Latimer,  General  Superintendent. 

Dock  Office,  Old  Trafford,  July  12,  1910. 


notice  to  vessels  loading  or  discharging  at  the  united  alkali  co.'s  wigg  works,  old 

quay,  runcorn. 

Attention  is  directed  to  clause  No.  46  in  the  book  of  regulations  and  by-laws  of  the  Man- 
chester Ship  Canal  Co.,  which  reads  as  follows: 

The  master  or  other  person  in  charge  must  give  reasonable  notice  to  the  dock  master  or  canal  superintendent  of 
the  time  when  his  vessel  is  intended  to  leave  her  berth. 

And  notice  is  hereby  given  that  the  captain,  pilot,  or  other  officer  in  charge  of  any  vessel 
lying  at  this  wharf  must  not  leave  her  berth  for  the  purpose  of  turning  round  or  proceeding 
either  up  or  down  the  canal  without  first  advising  the  company's  canal  superintendent  at 
Runcorn  or  the  company's  official  at  the  Old  Quay  Swing  Bridge. 

By  order: 

E.  Latimer,  General  Superintendent. 

Dock  Office,  Manchester,  March,  1911. 


552  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

NOTICES    REGARDING    THE    HANDLING    OF    PETROLEUM. 

Regulations  for  the  Navigation  of  the  Ship  Canal  by  Vessels  Carrying  Petroleum  in  Bulk,  and  for  the 

Discharge  of  Petroleum  in  Bulk  in  the  Ship  Canal. 

1.  Previous  to  the  discharge  of  any  petroleum,  a  declaration  must  be  signed  by  the  owners 
or  the  captain  of  the  vessel  stating  that  the  oil  does  not  flash  under  73°  F. 

2.  An  application  in  writing  must  be  made  by  the  importer  to  the  harbor  master  for  per- 
mission to  pump  the  oil  from  the  vessel  into  the  pipes  leading  to  the  storage  tanks,  and  the 
applicant  must  indemnify  the  Manchester  Ship  Canal  Co.  against  all  losses,  damages,  costs, 
or  expenses  which  they  may  incur  or  become  liable  for  by  reason  of  the  granting  of  any  such 
permission.  No  oil  must  be  allowed  under  any  circumstances  to  leak  or  flow  into  the  canal  or 
on  to  the  quay. 

3.  No  fires  or  lights  shall  be  allowed  on  board  the  vessel  during  the  time  of  discharging, 
except  such  necessary  fires  in  the  engine  room  for  generating  steam  for  pumping  the  oil  as  the 
harbormaster  may  from  time  to  time  permit;  no  smoking  shall  be  allowed  on  board  the  vessel 
or  any  lighter  lying  alongside  or  on  the  quay  during  such  time,  and  no  matches  except  safety 
matches  shall  be  on  board. 

4.  Every  possible  precaution  must  be  taken,  both  by  the  master  of  the  vessel  and  by  the 
importer,  to  prevent  risk  of  fire  or  explosion.  Notice  in  writing  must  be  given  by  the  master 
of  the  vessel  to  the  harbormaster  previous  to  water  being  pumped  into  the  tanks  of  the  vessel. 

5.  The  vessel  shall  not,  whilst  in  the  canal,  be  left  without  a  sufficient  crew  on  board.  No 
persons,  other  than  the  crew  and  such  other  persons  as  shall  be  employed  or  engaged  by  the 
importer,  or  by  the  master  or  owner  of  the  vessel  in  connection  with  the  discharge  of  the  cargo, 
shall  be  allowed  on  board  the  vessel  or  on  the  quay  alongside. 

6.  An  officer  may  be  sent  by  the  harbor  master  to  watch  the  carrying  into  effect  of  these 
regulations,  and  may  remain  in  attendance  until  the  cargo  has  been  duly  discharged. 

7.  Notice  in  writing  must  be  given  to  the  harbor  master  when  it  is  proposed  to  ventilate 
the  tanks  after  the  oil  has  been  pumped  therefrom,  and  such  notice  shall  state  the  mode  in 
which  it  is  proposed  to  effect  such  ventilation. 

8.  No  lighter  or  other  craft  shall,  except  with  the  permission  of  the  harbor  master,  lie 
alongside  any  vessel  during  the  discharge  of  her  cargo,  and  if  such  permission  is  given  no  lights 
or  fires  shall  be  allowed  on  board  such  craft. 

9.  Every  vessel  having  petroleum  on  board  shall  keep  conspicuously  exhibited  from 
sunrise  to  sunset  a  red  flag. 

By  order  of  the  board  of  directors. 

E.  Latimer,  General  Superintendent. 
Dock  Office,  Manchester,  July,  1897. 


,  190 

Messrs.  The  Manchester  Ship  Canal  Co., 

Dock  Office,  Manchester. 

Gentlemen  :  We  hereby  apply  for  permission  to  pump  the  oil  from  steamer 

lying  in  the  Ship  Canal  opposite into  the  pipes  leading  into 

Storage  Tanks  and  we  agree  to  indemnify  you  against  all  losses,  damages,  costs,  or 

expenses  which  you  may  incur  or  become  liable  for  by  reason  of  the  granting  of  such  permission. 
We  note  your  regulation  regarding  the  leakage  of  oil  into  the  canal  or  on  to  the  quay  and 
will  take  every  precaution  to  prevent  such  leakage. 
Yours  truly, 


measurement  of  vessels  for  panama  canal.  553 

Manchester  Ship  (anal. 

hereby  certify  that  the  cargo  of  the master , 

register  tonnage,  consists  of tons  of  the  product  of  petroleum,  from 

and  that  none  of  such  product  of  petroleum  gives  off  an  inflammable  vapor  at  a  temperature 
of  less  than  73°  of  Fahrenheit's  thermometer  when  tested  in  the  manner  prescribed  by  the 
acts  of  Parliament  in  force  in  that  behalf. 

Signature 

Address 


Date. 


Manchester  Ship  Canal. 

Dock  Office, 
Manchester ,1.9     . 

Rules  to  be  observed  in  respect  of  tank  steamer  laden  with  common  petroleum. 

1.  The  accompanying  notice  sanctioning  the  use  of  fires  and  lights  in  certain  parts  of  the 
vessel  under  the  conditions  mentioned  therein  is  issued  subject  to  there  being  no  dangerous 
petroleum  in  the  vicinity  of  the  vessel. 

2.  During  the  discharge  the  tank  lids  must  not  be  raised  more  than  is  absolutely  neces- 
sary for  the  working  of  the  pumps,  and  then  only  whilst  the  tank  is  being  pumped. 

3.  All  fires  and  lights  must  be  put  out  on  board  and  in  the  vicinity  of  the  vessel  whilst  the 
tanks  (after  being  emptied)  are  being  ventilated,  except  in  cases  where  the  tanks  are  being 
steamed  or  otherwise  cleansed  under  the  supervision  of  an  analyst. 

4.  Under  no  circumstances  must  any  oil  or  water  mingled  with  oil  be  pumped  into  the 
canal. 

5.  In  the  event  of  these  rides  not  being  strictly  observed,  the  permission  to  use  fires  and 
fights  during  the  discharge  of  the  vessel  will  be  withdrawn. 


Harbor  Master. 


Manchester  Ship  Canal. 

Dock  Office, 
Manchester ,  1,9    . 

To  the  owner,  master,  or  other  officer  or  person  hi  charge  of  the  ship  vessel  called  the 

whilst  lying  in  the  Manchester  Ship  Canal : 

I,  the  undersigned,  E.  Latimer,  harbor  master  of  the  port  of  Manchester,  in  exercise  of 

the  power  for  this  purpose  reserved  to  me  by  No.  3  of  the  regulations  for  the  navigation  of 

the  ship  canal  by  vessels  carrying  petroleum  in  bulk  and  for  the  discharge  of  petroleum  in  bulk 

in  the  ship  canal,  do  by  this  notice  under  my  hand  authorize  the  use  of  the  following  fires  or 

■  lights  on  board  the  above  steamer. 


DURING    DISCHARGE    ONLY. 


(Before  naked  lights  are  used  written  notice  must  be  given  to  the  harbor  master  and  arrange- 
ments made  for  the  attendance  of  a  police  officer.) 

(a)  Fires  and  covered  lights  in  the  cabin,  forecastle,  galley,  and  engine  and  boiler  rooms 
of  the  vessel  subject  to  the  provisions  of  the  regulations. 

(b)  Naked  lights  in  the  engine  and  boiler  rooms  only  for  inspection  or  repairs  subject  to 
the  provisions  of  the  regulations  for  the  use  of  fires  and  naked  lights  and  to  special  super- 
vision by  a  police  officer  at  the  expense  of  the  owners  of  the  vessel. 

61861°— 13 36 


554  MEASUKEMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

And  I  give  notice  that  no  fires  or  lights,  other  than  those  above  mentioned,  can  be  used 
on  board  such  vessel. 

AFTER   DISCHARGE. 

No  fires  or  lights  whatever  shall  be  used  on  board  the  vessel  except  upon  the  production 
of  a  certificate  from  a  properly  recognized  analyst  that  fires  and  fights  may  safely  be  used  on 
board;  but  this  condition  shall  not  be  deemed  to  apply  if  the  tank  lids  are  screwed  down  imme- 
diately the  tanks  are  emptied,  and  the  vessel  leaves  the  canal  on  the  tide  following  the  com- 
pletion of  her  discharge  or  coaling. 

Attached  to  this  notice  is  a  copy  of  the  rules  made  in  respect  of  tank  steamers  carrying 
common  petroleum,  which  must  be  strictly  observed. 

Dated  this day  of ,19     . 


, 

Harbor  Master. 


APPENDIX  XXIV. 


GENERAL  REGULATIONS  GOVERNING  THE  USE  OF 
RIVERS  AND  CANALS  IN  THE  NETHERLANDS. 


555 


Appendix  XXIV- 

GENERAL  REGULATIONS  GOVERNING  THE  USE  OF  RIVERS  AND  CANALS  IN  THE 

NETHERLANDS. 


General  police  regulations  concerning  rivers,  canals,  harbors,  locks,  bridges,  and  works  belonging 
thereto,  under  Government  superintendence  established  by  royal  order  of  the  13th  of  August,  1891 
{Official  Gazette  No.  158) ,  and  revised  by  royal  orders  of  the  17th  of  April,  18.94  (Official  Gazette 
No.  57),  the  23d  of  April,  1897  (Official  Gazette  No.  105),  the  8th  of  July,  1897  (Official  Gazette 
No.  174),  the  24th  of  June,  1905  (Official  Gazette  No.  217),  the  6th  of  November,  1905  (Official 
Gazette  No.  297),  the  17th  of  December,  1906  (Official  Gazette  No.  329),  the  23d  of  July,  1907 
(Official  Gazette  No.  229),  the  24th  of  December,  1908  (Official  Gazette  No.  421),  and  of  the 
25th  of  November,  1909  (Official  Gazette  No.  379). 

Title  I. — General  provisions. 

Article  1.  These  regulations  apply: 

(1)  To  the  hereafter-mentioned  rivers  and  Government  canals,  inclusive  of  their  banks, 
harbors,  natural  and  artificial  works,  plantations,  buildings  and  whatever  may  belong  thereto. 

(2)  To  the  hereafter-mentioned  harbors,  docks,  bridges  and  works  connected  therewith. 
In  so  far  as  those  waters  and  works  are  under  Government  superintendence  and  in  so  far 

as  these  regulations  are  not  contrary  to  special  regulations. 

The  rivers  referred  to  under  (1)  are: 

The  Ijssel  with  its  outlets  into  the  Zuyder  Zee;  the  Nieuwe  Merwede,  the  Wantij,  the 
Mallegat,  the  Dordtsche  Kil,  the  Krabbe,  the  Maas,  inclusive  of  the  separate  part  thereof  between 
the  Weleind  and  the  Waal  near  to  Woudriehem;  the  Bergsche  Maas,  the  Heusdensch  Canal, 
the  Oude  Maasje,  the  Donge  from  the  point  on  the  left  bank  at  which  it  separates  from  the 
Gravemoersche  Channel  to  its  outlet  into  the  Amer ;  the  Amer,  the  Killen  (creeks)  in  the  Bergsche 
Veld,  the  Hollandsch  Diep,  the  Koningshaven,  the  Oude  Maas,  the  Nieuwe  Maas  within  the 
commune  of  Rotterdam,  the  rivers  below  Rotterdam  to  the  sea,  the  Spui  inclusive  of  the  Bee- 
rengat,  the  Hartelsche  Gat,  the  Hollandsche  Ijssel  inclusive  of  the  Sliksloot,  the  Zwarte  Water 
and  the  Zwolsche  Diep. 

The  dispersed  works  referred  to  under  (2)  are: 

(a)  The  harbors  of  Moerdijk,  Breskens,  Veere,  and  Delfzijl,  the  outer  harbor  at  Scheveningen, 
the  outer  harbor  at  Middelharnis,  in  so  far  as  it  is  under  Government  superintendence,  and  the 
harbors  of  the  islands  Terschelhng,  Vlieland,  Wieringen,  Urk,  and  Marken. 

(b)  The  Government  locks  and  movable  bridges  in  the  Province  of  Friesland. 

(c)  The  Government  locks  and  bridges  in  the  waterway  from  Amsterdam  to  Rotterdam. 

(d)  The  locks  at  St.  Andries  and  in  the  closed  creeks  (killen)  of  the  Bergsche  Vela,  with 
their  harbors. 

(e)  The  swing  bridge  at  Raamsdonk,  and  the  rolling  bridge  at  Geertruidenberg,  both  across 
the  river  Donge,  the  opening  bridge  across  the  Oude  Maas  at  Cappelle  and  the  rolling  bridge  at 
Besoyen. 

(/)  The  movable  bridges  across  the  river  "de  Mark"  and  ''Dintel"  at  Standdaarbuiten 
and  near  Dinteloord. 

Art.  2.  In  these  regulations,  as  in  the  special  regulations,  are  designated  by:  Sailing  vessel, 
all  vessels  under  sail  and  not  under  steam;  steamers,  all  vessels  under  steam  no  matter  whether 

557 


§58  MEASUREMENT   OP   VESSELS   FOR   PANAMA   CANAL. 

carrying  sail  or  not;  captains,  those  who  are  in  command  of  ships  or  timber  floats,  or  whoever 
act  in  their  stead;  day,  the  time  between  sunrise  and  sunset;  night,  the  time  between  sunset 
and  sunrise;  minister,  the  minister  intrusted  with  the  execution  hereof;  our  commissary,  the 
Queen's  commissary  for  the  Province  in  which  the  river,  the  canal,  the  part  of  the  river,  the 
canal  or  the  works  referred  to  are  situated;  chief  engineer  and  engineer,  the  chief  engineer, 
director  and  engineer,  charged  with  the  superintendence  of  the  river,  the  canal,  the  part  of  the 
river,  the  canal  or  the  works  referred  to;  waterstaat  officers,  the  chief  engineers,  directors, 
engineer,  assistant  engineers,  surveyors  and  assistant  surveyors  of  waterstaat  (the  Department 
of  Public  Works),  and  the  Government  beacon  masters;  canal  officers,  the  harbor  masters, 
head  and  assistant  lockmasters,  head  and  assistant  lockmen,  stowing  men,  bridgemen,  ferrymen, 
canal  men  and  dyke  men,  lock,  bridge,  and  harbor  hands  in  Government  service. 

Art.  3.  These  regulations  shall  be  printed  in  the  Dutch,  English,  German,  French,  and 
Norwegian  languages  and,  like  the  special  regulations,  shall  be  procurable  generally. 

Any  captain  navigating  any  of  the  waterways  named  in  article  1 ,  or  making  use  of  the  therein 
designated  works,  must  be  provided  with  a  copy  of  these  regulations,  and  of  the  special  regu- 
lations, as  well  as  the  provisions  for  preventing  collisions  on  public  waterways  within  the 
Kingdom.  He  is  bound  to  produce  them,  if  required,  to  the  officers  and  officials  mentioned  in 
article  88. 

Title  II.- — Provisions  respecting  the  use  of  rivers,  canals,  and  harbors. 

Art.  4.  All  ships  of  more  than  1  meter  draft  must  be  provided  at  their  sterns  with  a 
scale  on  which  the  draft  may  be  easily  read. 

Neither  the  screw  nor  any  other  part  of  a  steamer  may  project  below  the  keel,  unless  the 
scale  of  draft  is  counted  from  the  underside  of  that  part. 

Art.  5.  Vessels  with  no  fixed  deck  and  of  a  larger  tonnage  than  10  tons,  must  be  provided 
with  water-tight  planks,  boards  or  sides  reaching  at  least  0.25  meter,  above  the  surface  of  the 
water. 

Art.  6.  The  name  of  the  vessel  and  in  the  case  of  nonseagoing  vessels,  the  name  and  resi- 
dence mus^  be  clearly  indicated  in  a  conspicuous  place  on  the  outside  of  the  vessel. 

This  provision  only  applies  to  vessels  of  more  than  10  tons  tonnage. 

Art.  7.  Without  leave  or  express  orders  of  a  waterstaat  officer  or  canal  officer  no  vessels 
are  allowed  to  take  up  berths  in  any  canal  or  harbor  other  than  those  appointed  for  that  pur- 
pose or  when  abreast  to  navigate  any  canal  or  harbor. 

Ships  are  also  forbidden  to  he  or  be  adrift  athwart  the  fairway. 

Art.  8.  Any  sea  ship  in  any  Governmental  water  or  its  harbors  is  to  keep  the  colors  of  the 
nation  to  which  she  belongs,  hoisted  from  sunrise  to  sunset.     Ice-bound  ships  are  excepted. 

Ships  whose  draft  exceeds  4  meters  have  to  hoist  a  small  foremast  flag  besides.  Ships 
of  less  draft  are  forbidden  to  do  so. 

No  merchant  ship  is  allowed  to  hoist  a  pennant  on  any  account  whatever. 

Art.  9.  Any  captain  leaving  his  ship  shall  appoint  a  capable  person  as  his  substitute. 
This  provision  does  not  apply  to  ships  of  less  than  10  tons  tonnage,  or  those  propelled  from  the 
shore  by  means  of  poles. 

No  ship  of  10  tons  and  more  tonnage  may  lie  without  any  hands  aboard  on  a  Government 
water  without  leave  of  the  harbormaster  or  a  waterstaat  officer. 

Nor  may  a  ship  having  no  one  on  board  in  charge  be  allowed  to  drift  on  any  Government 

water. 

Art.  10.  The  captain  of  a  ship  overloaded,  or  in  the  opinion  of  the  harbormaster  or  any 
waterstaat  officer  insufficiently  manned  or  rigged,  shall  on  the  intimation  of  the  said  officers 
stop  her  course  and  cause  her  to  be  removed  according  to  the  directions  of  the  said  officers. 

The  captain  of  a  vessel  in  a  foundering  state  shall,  as  soon  as  possible,  remove  her  out  of  the 

fairway. 

Art.  11.  The  captains  of  nonseagoing  ships  shall  have  their  jib  booms  topped  before  reach- 
ing: the  locks. 


MEASUREMENT    OF    VESSELS    FOR   PANAMA    CANAL.  559 

When  ships  are  discharging  their  cargoes  entirely  or  partly,  the  harbormaster,  the  lock- 
master,  or  the  waterstaat  officers  may  direct  their  topgallant  yards  and  topgallant  mast  to  be 
taken  down. 

Art.  12.  It  is  forbidden  to  place  a  ship  in  such  a  way  as  to  obstruct  the  passage  into  or 
out  of  a  harbor  or  through  a  lock  or  a  bridge. 

The  captain  of  such  a  ship  shall  remove  her  immediately  on  the  intimation  of  a  waterstaat 
officer  or  a  canal  officer. 

Art.  13.  No  ship  shall  enter  a  harbor  or  port  when  during  the  day  a  red  flag  is  hoisted 
or  during  the  night  a  red  light  is  placed  on  one  of  the  piers  of  the  same,  as  a  sign  of  the  entrance 
being  obstructed  by  ships  or  other  causes. 

Art.  14.  The  opening  of  a  lock  to  let  the  water  through  is  announced  at  least  one  hour  before 
during  the  day  by  a  blue  flag,  bearing  the  word  "spuien"  in  white  letters,  and  during  the  night 
by  three  red  lights  placed  in  the  angles  of  an  equilateral  triangle  with  the  top  upwards. 

This  signal  being  displayed,  or  the  opening  of  the  lock  for  letting  the  water  through  having 
been  given  notice  of  by  one  of  the  canal  officers,  captains  whose  ships  are  in  a  canal  or  harbor 
shall  see  that  they  are  firmly  moored  and,  if  necessary,  anchored,  to  prevent  their  running 
aground. 

In  this  case  the  canal  officers  are  qualified  to  assign  berths  to  the  captains  of  the  ships 
and  to  direct  them  as  to  the  manner  of  mooring  their  ships. 

No  fit  berths  being  available,  laden  ships  are  to  be  accommodated  first. 

Art.  15.  On  approaching  a  lock  or  a  bridge,  captains  shall  slacken  the  speed  of  their  ships 
in  such  a  way  that  in  case  of  need  they  may  be  stopped  at  100  meters  distance  from  the  lock 
or  bridge.  At  the  signs  of  posts  fixed  for  that  purpose  the  sails  shall  be  lowered  or  clewed. 
The  lock  or  bridge  men  must  be  warned  either  by  means  of  the  steam  whistle,  ship  bell,  or 
foghorn,  or  by  shouting. 

The  captain  shall  stop  his  vessel  if,  by  day,  the  red  cylinder  is  covered  by  a  half  ball  or  a 
red  board  or  a  red  flag;  and  if,  by  night,  a  red  light  is  displayed  on  the  lock  or  bridge. 

The  lockmasters  and  bridgemen,  if  necessary,  according  to  the  judgment  of  the  minister, 
shall  indicate  the  exact  place  of  passing  the  bridge  or  lock  during  the  night  by  green  lights. 

Art.  16.  When  two  or  more  ships  at  the  same  time  approach  lock  or  bridge,  the  lock  or 
bridge  man  regulates  the  order  of  approaching,  and  the  distance  to  be  kept  between  them. 

Art.  17.  Each  ship  is  to  pass  the  lock  in  turn  according  to  the  order  of  arrival,  saving  the 
stipulations  in  the  next  article. 

Any  ship  whose  crew  are  found  guilty  of  cutting  the  towlines  or  ropes  of  another's  ship  shall 
pass  the  lock  oidy  after  the  ship  whose  towlines  or  ropes  have  been  cut. 

When  ships  wanting  to  be  let  through  approach  the  sluice  from  opposite  directions,  they 
pass  by  turns  from  either  side,  beginning  with  the  ship  approaching  from  that  side  where  the 
water  is  on  a  level  with  that  within  the  lock.  When  there  are  many  ships  wanting  to  be  let 
through,  the  lockmen,  for  the  sake  of  order,  are  authorized  to  distribute  tickets,  indicating  the 
turn  of  each  ship  to  be  let  through  the  lock. 

Art.  18.  The  right  to  be  let  through  the  lock  first  is  granted  in  the  following  order  to  ships 
hoisting  a  pennant;  Government  ships  and  ships  serving  for  the  conveyance  of  waterstaat 
officers  and  canal  officers  on  duty;  ships  serving  for  the  regular  conveyance  of  persons;  ships 
loaded  with  fresh  fish;  ships  serving  for  the  regular  conveyance  of  goods  or  cattle,  with  their 
lighters  and  barges.  Vessels  loaded  with  gunpowder,  fireworks,  guncotton,  nitroglycerine,  or 
other  explosive  or  easily  inflammable  substances  are  to  pass,  if  possible,  before  all  other  ships, 
no  other  ship  being  allowed  to  come  within  the  lock  at  the  same  time. 

Art.  19.  Every  ship  within  the  lock,  or  in  its  proximity,  must  be  duly  moored  fore  and  aft, 
at  the  place  indicated  by  the  canal  officers. 

Ships  that  are  to  pass  or  be  let  through  shall  not  approach  the  bridge  or  lock  until  the 
canal  officer  gives  the  sign  thereto. 

If,  in  the  opinion  of  the  canal  officers,  the  ship  whose  turn  it  is  does  not  approach  promptly 
enough  he  is  qualified  to  make  another  ship  pass  first. 


560  MEASUREMENT   OF   VESSELS   FOK   PANAMA   CANAL. 

When  a  ship  in  passing  a  lock  or  a  bridge  is  not  made  to  do  so  with  sufficient  speed,  in 
the  judgment  of  the  canal  officer,  he  is  qualified  to  take  the  necessary  steps. 

Art.  20.  On  ships  passing  a  lock  all  sails  should  be  lowered  and  fastened;  on  those  passing 
a  bridge  all  sails  should  be  clewed. 

The  hauling,  the  winding  in  and  out,  and  the  mooring  of  ships  may  only  be  performed  by 
means  of  the  contrivances  placed  there  for  that  purpose. 

In  passing  the  locks  or  bridges  the  ships  are  not  allowed  more  speed  than  is  needed  to 
steer  them. 

No  ropes  or  chains  are  allowed  to  be  dragged  along  when  passing  the  locks  and  bridges, 
crossing  telegraph  cables  and  ferries,  and  passing  working  dredging  machines. 

It  is,  saving  the  stipulations  in  the  second  clause,  forbidden  to  stick  hooks  or  poles  into 
the  works,  or  to  fasten  to  them  any  vessel  or  timber  float  without  leave  of  the  lockmaster  or 
bridgeman. 

Art.  21.  In  case  the  passage  through  a  lock  or  a  bridge  is  inexpedient  on  account  of  stormy 
weather  or  on  account  of  the  water  being  let  through  the  locks,  drawn  off  from  the  canal,  or 
let  into  it,  the  lockman  or  bridgeman  may  refuse  it. 

It  is  forbidden  to  pass  a  lock  or  a  movable  bridge  that  must  be  opened  for  the  passing  of 
ships  during  the  absence  of  the  concerned  canal  officer  or  in  opposition  to  his  orders. 

Art.  22.  Every  time  two  ships  consecutively  have  passed  a  bridge,  the  bridge,  if  neces- 
sary, shall  be  closed  in  behalf  of  the  foot  and  vehicular  traffic. 

Several  ships  tugged  by  the  same  steamer  may  pass  together. 

In  passing  a  bridge  ships  going  downstream  have  the  preference  above  those  going 
upstream. 

When  there  is  no  stream,  vessels  going  before  the  wind  have  the  preference  above  those 
that  are  tugged  or  towed  by  horses. 

Art.  23.  Should  any  ship  in  a  canal  or  a  harbor  become  icebound,  the  captain  is  bound 
to  cause  a  space  of  at  least  half  a  meter  in  width  to  be  made  in  the  ice  around  the  ship  and 
have  this  kept  open. 

The  navigation  on  a  canal,  when  the  waters  are  frozen  up,  may  be  prohibited  by  our 
commissary. 

Art.  24.  Frosty  weather  setting  in  or  contrary  winds  blowing  steadily,  any  ship  lying 
in  the  outer  harbor  shall,  on  the  intimation  of  the  harbor  master,  either  be  hauled  out  to  the 
roadstead  or  passed  through  the  lock  into  the  inner  port. 

In  this  case,  and  also  when,  the  water  being  frozen  over  in  the  canal,  vessels  are  let  through 
the  locks  into  the  inner  basin,  any  vessel  in  the  canal  shall,  if  necessary,  tow  farther  up  accord- 
ing to  the  directions  of  the  canal  officers. 

Art.  25.  In  transporting,  taking  in,  and  discharging  easily  inflammable  or  explosive  goods 
or  quicklime,  captains,  besides  being  subject  to  the  laws  and  prescriptions  on  this  head,  shall 
observe  the  special  precautionary7  measures  prescribed  to  him  by  the  waterstaat  officers  and 
canal  officers. 

Art.  26.  If  a  ship  has  lost  any  object  which,  floating  or  sunk,  might  be  dangerous  or 
obstructive  to  the  navigation,  the  captain  is  bound  immediately  to  give  notice  thereof  to  the 
waterstaat  officer  or  to  the  canal  officers  to  whose  district  the  fairway  belongs. 

The  place  where  such  a  sunken  object  is  lying  shall  immediately  be  marked  by  the  captain 
by  means  of  a  buoy. 

The  captains  shall  take  care  that  no  lighters,  floats,  or  beams  used  by  their  vessels  shall 
be  found  loose  or  unmoored.  . 

Art.  27.  In  case  any  ship  runs  aground  and  her  cargo  has  to  be  discharged  in  order  to 
get  her  afloat,  in  the  opinion  of  the  waterstaat  officers  or  canal  officers,  her  captain  shall  do 
the  same  without  delay. 

Art.  28.  The  captain  of  any  ship  that  has  sunk  or  run  aground  shall  immediately  inform 
the  nearest  canal  officer  of  the  accident. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  561 

Art.  29.  As  long  as  the  authorities  have  not  proceeded  with  the  removal  of  the  ship,  in 
virtue  of  the  law  of  July  23,  1885  (Gazette,  No.  151),  the  parties  concerned  may  have  the  sunken 
ship  raised  or  float  the  ship  run  aground. 

Art.  30.  On  passing  deep-laden  vessels,  dredging  machines,  vessels  that  are  taking  in  or 
discharging,  timberfloats,  orother  floating  contrivances,  for  which  the  swell  might  he  dangerous, 
notice  of  which  is  given  by  displaying  a  red  flag  by  day  and  two  bright-burning  red  lights  at 
night,  perpendicularly  hoisted  one  above  the  other  with  a  space  between  them  of  no  less  than 
0.5  meter  and  no  more  than  1  meter,  steamers  shall  slacken  their  speed  to  such  a  rate  as  is 
necessary  to  prevent  a  dangerous  swell. 

They  shall  do  the  same  in  those  parts  of  rivers  or  canals  where  by  order  of  the  qualified 
waterstaat  officers  or  the  boards  of  inspection  of  the  dikes  (dijkbesturen),  the  above-mentioned 
signals  indicate  that  any  danger  or  damage  might  be  caused  by  the  swell. 

Art.  31.  Steamships  carrying  high-pressure  engines  must  let  out  their  exhausted  steam  by 
an  escape  pipe  outside  the  funnel,  unless  the  funnel  be  covered  with  a  partition  of  wire  netting 
of- meshes  not  exceeding  5  millimeters  in  width.  Such  partition  must  be  found  in  all  steamers 
whose  boilers  are  heated  by  means  of  coke,  peat,  or  wood. 

Art.  32.  Timber  floats  must  be  fastened  and  joined  at  both  ends  in  such  a  way  that  they 
can  not  obstruct  the  navigation  nor  cause  damage  to  other  ships  and  timber  floats  or  the  works. 
The  beams  are  not  to  be  fastened  crosswise,  but  in  such  a  way  that  they  may  easily  be  counted. 

The  laths  for  fastening  the  beams  may  not  project  beyond  the  float. 

Any  timber  float  shall  be  provided  with  a  white  board  placed  along  the  ship,  on  both  sides 
of  which  board  the  name  and  residence  of  the  captain  or  the  owner  are  to  be  read,  painted 
in  black  letters  of  no  less  than  30  centimeters'  height  and  5  centimeters''  width. 

Art.  33.  No  ship  shall  discharge  her  cargo  of  timber  into  the  water  in  order  to  convert 
the  same  into  floats  unless  the  officer  whom  it  concerns  has  given  leave  thereto. 

In  no  case  is  it  allowed  to  discharge  more  beams  at  a  time  from  any  ship  than  can  be  formed 
immediately  into  one  or  more  floats,  a  sufficient  number  of  hands  being  on  the  spot. 

These  stipulations  also  apply  when  beams  to  be  formed  into  floats  are  launched  from  the 
shore  into  the  water. 

Art.  34.  Captains  with  their  timber  floats  shall  not  leave  their  berths  earlier  than  one 
hour  before  sunrise.  They  are  not  allowed  to  continue  their  voyage  later  than  one  hour  after 
sunset,  unless  peculiar  circumstances  may  prevent  them  from  reaching  the  landing  place  before 
that  time. 

In  the  case  of  fog,  snowdrift,  storm,  drift  ice.  and  the  ice  breaking  up,  timber  floats  are 
not  allowed  to  be  transported. 

If  they  are  overtaken  by  them  on  their  way  they  must  be  brought  to  anchor  or  moored 
at  the  first  available  landing  place. 

No  timber  float  may  stay  in  a  harbor  without  the  harbor  master's  leave  thereto. 

Art.  35.  Timber  floats  are  only  allowed  to  pass  locks  and  bridges  after  the  ships  present, 
unless  they,  fastened  to  a  ship,  can  be  let  through  together  with  the  ship. 

Art.  36.  No  timber  float  shall  approach  a  preceding  float  within  a  distance  of  500  meters. 

Art.  37.  The  articles  7,  9,  10,  12,  14-17,  19,  22-26,  28,  and  29  of  these  regulations  apply 
to  timber  floats  as  well  as  to  vessels. 

Art.  38.  Saving  the  stipulations  laid  down  in  the  special  regulations,  anyone  is  permitted 
to  tow  with  horses. 

Art.  39.  The  drivers  must,  as  far  as  possible,  be  careful  to  keep  the  lines  tight  while  towing 
across  any  ship  or  timber  float  and  to  slip  the  same  in  due  time  when  not  crossing  above  it. 

They  are  bound  to  slip  the  line  at  the  fixed  signs,  to  slacken  their  speed  on  approaching 
any  lock  or  bridge,  and  in  everything  to  comply  with  the  injunctions  of  the  waterstaat  officers 
or  canal  officers. 

They  shall  warn  the  captain  of  everything  calculated  to  obstruct  the  navigation. 

The  captains  of  vessels  moored  at  a  towpath  shall,  as  far  as  possible,  lower  their  masts 
and  assist  the  passing  ships  and  timber  floats  in  carrying  over  their  towlines. 


562  MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL. 

Art.  40.  Any  driver,  punished  for  the  infringement  of  any  of  the  stipulations  of  these 
regulations,  or  being  found  drunk,  may  be  refused  the  right  of  towing  by  the  waterstaat  officers 
or  the  canal  officers. 

Art.  41.  Any  captain  of  a  ship  being  towed  is  bound  to  comply  with  the  orders  of  the 
captain  of  the  steam  tug  in  respect  to  the  towing  of  his  ship. 

In  case  of  his  refusing  or  neglecting  to  veer  or  haul  in  the  ropes,  the  captain  of  the  steam 
tug  has  the  right  to  drop  the  ropes. 

Art.  42.  The  towropes  of  ships  being  towed  are  to  be  dropped  by  their  captains  only  by 
turns,  and  in  such  a  way  that  the  hindmost  ship  drops  first  and  the  foremost  ship  last. 

In  each  case  the  captain  of  the  steam  tug  shall  give  the  sign  for  dropping  the  ropes  by 
striking  the  bell. 

Art.  43.  Anyone  doing  duty  as  a  pilot  on  board  a  ship  navigating  a  river,  a  canal,  or  in 
a  harbor  shall,  with  respect  to  the  police  ordinances  for  the  said  waters,  comply  with  the  direc- 
tions of  the  waterstaat  officers  or  the  canal  officers. 

Art.  44.  Anyone  doing  duty  as  a  pilot  on  board  a  ship  is  bound  to  have  with  him  a  printed 
copy  of  these  regulations,  of  the  special  regulations  for  the  water  on  which  he  is  navigating, 
and  of  the  "Regulations  for  preventing  collisions." 

Art.  45.  Any  person  doing  duty  as  a  pilot,  being  found  drunk,  may  be  removed  from  office 
by  the  waterstaat  officers  or  the  canal  officers. 

Art.  46.  In  the  case  of  any  ship  having  caused  damage  to  any  of  the  works,  or  any 
infringement  having  been  made  of  these  regulations  or  of  the  special  regulations  for  the  water 
on  which  she  is  navigating,  the  pilot  shall  as  speedily  as  possible  give  notice  thereof  to  the 
harbor  master  or  the  nearest  waterstaat  officer  or  canal  officer. 

Art.  47.  Except  with  the  permission  of  the  waterstaat  officer,  no  captains,  unless  in  case 
of  necessity,  shall  cast  anchor  or  moor  or  lie  at  anchor  or  moorage  (1)  in  places  where  navi- 
gation would  be  obstructed;  (2)  during  salmon  fishing  in  any  part  of  the  river  at  190  meters 
above  the  place  where  the  drag  nets  of  the  salmon  fishery  are  attached  by  means  of  a  fixed 
winch,  and  100  meters  below  the  lowest  point  for  drawing  in  such  nets. 

The  prohibition  mentioned  under  (2)  is  only  of  effect  in  the  parts  of  the  river  and  during 
the  period  in  which  salmon  fishing  is  actually  carried  on. 

Art.  48.  The  captains  of  ships  and  timber  floats,  staying  in  a  canal  or  a  harbor  shall  be 
bound  to  haul  them  out  to  the  berths,  assigned  to  them  by  the  waterstaat  officers  or  canal 
officers,  which  berths,  if  necessary,  may  be  shifted  according  to  their  directions. 

Art.  49.  No  ships  are  allowed  to  lie  nearer  to  the  locks  or  the  bridges  than  the  signposts 
for  stopping  indicate,  unless  with  leave  of  a  waterstaat  officer  or  a  canal  officer. 

Art.  50.  Except  in  case  of  accident  and  the  cases  in  which  it  is  prescribed,  no  bells  may  be 
tolled  on  board  any  ship  or  timber  float  during  the  night. 

Art.  51.  Any  captain  on  board  of  whose  ship  a  fire  bursts  out,  shall  immediately  cause  the 
bell  to  be  tolled,  or  a  similar  sound  to  be  made,  and  the  ship  to  be  hauled  out  of  the  neighbor- 
hood of  other  ships. 

Art.  52.  On  board  any  ship  or  timber  float  in  a  canal  or  a  harbor  no  easily  flaming  or, 
when  inflamed,  foul  burning  articles  may  be  melted,  cooked,  or  warmed  without  leave  of  a 
waterstaat  officer  or  a  canal  officer. 

It  is  also  forbidden,  unless  it  be  prescribed  or  allowed  by  the  competent  authority  for  a 
special  purpose,  to  fire  off  cannon,  guns,  or  pistols,  explode  gunpowder,  or  let  off  fireworks  on 
board  any  ship  or  timber  float. 

Art.  53.  Captains  wisbing  to  leave  a  harbor  with  their  ships  shall  give  notice  thereof  to  the 
harbor  master,  who,  if  necessary,  shall  decide  the  order  in  which  the  ships  and  timber  floats  are 
to  haul  out. 

Art.  54.  It  is  forbidden  without  leave  of  the  minister  (1)  to  settle  with  a  ship  or  timber 
float  in  any  river,  canal,  or  harbor  for  the  purpose  of  carrying  on  a  trade,  keeping  inns  or  lodging 
places  or  fixed  domicile;  (2)  to  break  up  ships  in  any  canal  or  harbor. 


MEASUREMENT    OF   VESSELS   FOR   PANAMA   CANAL.  563 

The  engineer,  charged  with  the  execution  of  a  work,  may  allow  a  lodging  place  to  be  kept 
aboard  a  vessel  for  the  accommodation  of  &uch  persons  as  are  employed  at  the  said  work. 

Title  III. — Special  provisions  relative  to  the  use  of  rivers. 

Art.  55.  It  is  forbidden  to  navigate  any  part  of  a  river  with  a  ship  of  more  draft  than  the 
lowest  depth  of  the  channel  of  the  river  allows,  as  indicated  at  low  water. 

Captains  of  ships  navigating  parts  of  rivers  marked  out  for  navigation  by  buoys,  beacons, 
and  other  signs — namely,  parts  whose  little  depth  or  breadth  or  even  temporary  shallowing  may 
call  for  special  care  in  the  navigation  thereof — shall  comply  with  the  directions  and  orders  of  the 
waterstaat  officers  and  canal  officers  with  respect  to  the  navigation  in  these  parts. 

Captains  shall  observe  the  orders  of  the  authorities,  waterstaat  officers,  or  the  canal  officers 
made  known  by  public  announcement  or  by  fixed  warnings  on  posts,  where  (a)  in  the  parts  of 
the  river  referred  to  in  the  second  clause  of  the  article,  navigation  at  night  is  forbidden;  (b)  in  the 
parts  of  the  river  where,  after  obtaining  the  permission  of  the  proper  civil  authorities,  military 
practice  is  taking  place,  and  navigation  is  temporarily  determined  or  forbidden. 

Such  a  prohibition  will  in  due  time  be  publicly  announced  to  all  concerned  in  the  navigation 
of  ships  and  timber  floats. 

It  is  forbidden  to  act  contrary  to  such  a  prohibition. 

Art.  56.  "When  a  steamer,  going  up  stream  without  towing  any  ship,  has  approached  the 
last  of  a  convoy  of  ships  towed  below  a  narrow  passage  within  a  distance  of  120  meters,  this 
convoy  may  not  enter  the  narrow  passage  until  they  have  been  passed  by  the  former  steamer. 

Art.  56bis.  On  every  ship  there  shall  always  be  a  capable  steersman  of  at  least  17  years 
of  age  at  the  wheel  during  navigation. 

To  ships  without  motor  power  of  less  than  150  tons  tonnage  this  provision  does  not  apply. 

Art.  57.  Timber  floats  must  have  at  least  a  crew  of  two  hands  for  each  75  cubic  meters  of 
hardwood  and  two  hands  for  each  150  cubic  meters  of  softwood. 

As  hardwoods  are  considered,  among  others,  oak,  beech,  elm,  ash,  cherry,  pear,  apple, 
and  dogwood;  as  soft  woods,  among  others,  poplar,  alder,  fir,  pine,  and  larch  wood,  and  other 
resinous  woods. 

Art.  58.  For  timber  floats  towed  by  steamers,  half  the  number  of  the  obligatory  crew 
named  in  article  57  is  sufficient,  provided  the  timber  float  at  the  foreside  be  furnished  with  a 
suitable  arrangement  for  steering  and  the  steam  tug  have  the  following  power:  (1)  With  timber 
floats,  of  which  the  obligatory  crew  number  no  more  than  50  hands,  at  least  25  actual  horse- 
power; (2)  with  timber  floats,  of  which  the  obligatory  crew  number  more  than  50  hands  till  SO 
included,  at  least  35  actual  horsepower;  (3)  with  timber  floats,  of  which  the  obligator}7  crew 
number  more  than  80  hands,  at  least  45  actual  horsepower. 

Art.  59.  No  timber  float  is  allowed  to  have  a  crew  of  less  than  three  hands,  the  captain 
of  the  float  included. 


564 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 


Art.  60.  Floats,  of  which  the  obligatory  crew  number  more  than  four  hands,  must  be 
provided  with  the  following  implements: 


For  floats  of  which  the  obligatory  crew  number — 


5  to     9  men . 

10  to    13  men . 

14  to   25  men . 

26  to   35  men. 

36  to   40  men . 

41  to   45  men . 

46  to   50  men . 

51  to   60  men . 

61  to   70  men. 

71  to   80  men . 

SI  to   90  men . 

91  to  100  men. 
101  to  110  men. 
Ill  to  120  men. 
121  to  130  men. 
131  to  140  men. 
141  to  150  men . 
151  to  160  men. 
161  to  170  men. 
171  to  ISO  men. 
1S1  to  190  men. 


Large 
anchor 
boats. 


Small 
anchor 
boats. 


Large 
cables. 


Small 
cables. 


Anchors. 


Chains. 


OBSERVATIONS. 

1.  Large  anchor  boats  are  those  that  can  carry  a  freight  of  more  than  1,750  kilograms;  small  anchor  boats,  those  that  can  carry  a  freight  of 
1.750  kilograms  or  less. 

2.  Timber  floats  of  which  the  obligatory  crew  number  no  more  than  seven  hands,  may  have,  instead  of  the  small  anchor  boat,  a  little 
boat,  so  called  "  Dreibord,"  of  S  meters  length  and  of  from  1  to  1 .4  meters  breadth  at  the  upper  side. 

The  boat  of  the  warner  (waarschuwer)  is  not  included  in  the  above-mentioned  number  of  boats. 

Art.  61.  The  passage  openings  of  the  floating  bridges  shall  be  indicated  according  to  the 
following  stipulations: 

(1)  As  soon  as  the  separate  parts  of  the  bridge  have  swung  out  and  a  passage  can  be  made, 
each  of  both  sides  of  the  opening  must  be  indicated  during  the  day  by  a  red-white  flag,  during  the 
night  by  two  red  lanterns,  placed  above  each  other. 

The  lanterns  may  throw  their  light  only  toward  that  side  where  the  ship  is  that  is  first 
allowed  to  pass. 

(2)  If  a  bridge  on  account  of  some  obstacle,  storm,  damage,  etc..  temporarily  can  not  be 
opened,  this  circumstance  is  to  be  made  known  to  the  ships  wanting  to  pass,  during  the  day  by  a 
blue-white  flag,  during  the  night  by  two  green  lanterns,  placed  above  each  other. 

(3)  The  following  warning  signals  must  be  given  to  inform  approaching  vessels  at  a  greater 
distance  that  they  can  pass  the  bridge:  (a)  As  a  sign  that  the  bridge  may  be  passed  down 
stream,  during  the  day  a  red  flag,  during  the  night  a  red  lantern ;  (b)  as  a  sign  that  the  bridge 
may  be  passed  up  stream,  during  the  day  a  white  flag,  during  the  night  two  red  lanterns. 

(4)  The  lanterns  must  burn  sufficiently  bright,  and  the  flags,  in  order  that  they  might 
stream  the  better,  be  only  so  large  that  they  are  easily  to  be  distinguished  at  the  required  dis- 
tance. 

The  breadth  of  the  flags  must  be  at  least  equal  to  their  height,  but  may  exceed  the  latter 
only  by  one-half  of  it. 

The  flags  must  be  hung  to  slanting  or  horizontal  staffs  or  ropes,  or  partly  stretched  upon  a 
frame. 

Two-colored  flags  must  be  divided  horizontally ;  the  lower  part  must  be  white,  the  upper 
part  red,  or  when  using  blue-white  flags,  blue. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  565 

If  through  fog  or  other  causes,  the  above-mentioned  signals  can  not  be  clearly  distinguished 
or  aie  not  visible,  ships  may  not  pass  before  having  obtained  leave  from  the  bridgemaster  in 
another  way. 

Art.  62.  Fishing  tackle  shall  not  be  fastened  or  remain  fastened  to  or  in  the  bottom  or  to 
the  bank  with  anchor  or  any  other  articles:  (1)  in  the  fairway,  except  with  the  permission  of  the 
minister;  (2)  outside  the  fairway,  unless  its  site  during  the  day  is  indicated  by  clearly  visible 
buoys;  during  the  night  by  a  bright  white  light,  and  placed  perpendicularly  above  it,  at  a  dis- 
tance of  at  least  0.50  meters  and  at  the  most  1  meter,  a  red  light,  both  of  which  must  be  clearly 
visible  from  all  sides. 

This  prohibition  does  not  apply  to  fixed  fishing  tackle  (ankerkuilen)  fastened  to  a  boat. 
In  the  use  thereof  the  boat  must  be  so  placed  however  that  together  with  its  fishing  tackle  it 
does  not  interfere  with  the  navigation. 

Title  IV. — Special  jwovisions  for  the  use  of  canals  and  harbors. 

Art.  63.  The  special  regulations  fix  for  each  canaJ  the  maximum  of  the  allowed  dimensions 
of  the  ships. 

In  the  case  of  temporary  shallows  or  low  water  the  waterstaat  officers  or  the  canal  officers 
may  limit  the  draft  allowed  by  the  special  regulations. 

No  ship  of  larger  dimensions  than  those  allowed  by  the  first  and  second  clause  of  this  article 
is  permitted  to  navigate  a  canal,  except  by  a  written  permit  of  the  chief  engineer. 

Art.  63bis.  On  every  ship  of  more  than  10  and  not  exceeding  150  tons  tonnage  there  shall 
always  during  navigation  be  one  person  of  at  least  17  years  old  on  deck,  while  on  every  ship  of 
1 50  and  more  tons  tonnage  there  shall  always  during  navigation  be  a  competent  steersman,  of  at 
least  17  years  of  age,  at  the  wheel. 

This  provision  does  not  apply  to  ships  propelled  by  a  pole  from  the  shore. 

Deviation  from  the  provision  of  the  first  clause  is  allowed  in  regard  to  open  boats  (bakken) , 
lighters  (zolderschuiten),  or  similar  vessels  not  exceeding  75  tons  tonnage,  which  are  attached  in 
such  a  way  that  they  form  one  whole,  provided  only  the  written  permit  of  the  harbor  master 
has  been  given  and  with  due  observance  of  his  stipulations. 

In  the  issue  of  such  written  permit  and  the  stipulations  therein  laid  down,  there  shall  be 
no  deviation  from  what  the  special  regulations  for  any  canal  may  eventually  prescribe  in  devia- 
tion from  article  7  of  these  regulations. 

Art.  64.  Except  in  outer  ports,  opening  on  rivers,  floods,  roads,  sea  harbors,  or  other  fair- 
ways, where  anchoring  is  allowed,  no  anchors  may  hang  overboard,  unless  leave  is  granted  to  the 
captain  by  the  lockmaster  or  the  harbormaster. 

•     On  the  cleats  along  the  wales  or  the  fore  ends  of  the  leeboards  no  protruding  iron  spikes 
or  points  may  be  fixed. 

Art.  65.  In  passing  a  canal  no  square  or  studding  sails  may  be  set. 

On  square-rigged  ships,  whether  navigating  or  moored  in  a  canal  or  a  harbor,  the  captains 
must  cause  the  yards  as  far  as  possible  to  be  braced  on  larboard  along  the  ship. 

On  ships  going  out,  the  yards  must  be  topped  on  larboard;  on  ships  going  in  on  starboard. 
The  jibboom  and  the  flying  jibboom  must  be  hauled  in  or  taken  in  if  necessary. 

Art.  66.  It  is  forbidden,  wherever  canal  banks  serve  as  a  high  road,  to  have  the  main  boom, 
bowsprit,  or  other  rigging  projecting  over  the  canal  boards,  and  either  to  lower  the  sails  or  make 
them  fall  over  at  that  side  of  the  canal. 

Art.  67.  The  special  regulations  fix  the  maximum  of  speed  at  which  steamers  are  allowed  to 
proceed. 

In  behalf  of  the  navigation  or  the  works  the  waterstaat  officers  or  canal  officers  may  limit, 
the  rate  of  this  speed  for  a  time. 

Without  a  written  permit  of  the  chief  engineer  no  ship  shall  proceed  at  a  greater  rate  of 
speed  than  allowed  in  the  first  and  second  clause  of  this  article. 


566 


MEASUREMENT    OF    VESSELS    FOR    PANAMA    CANAL. 


Akt.  68.  Steamers  are  not  allowed  to  proceed  at  a  rate  exceeding  75  meters  in  a  minute: 

(1)  When  navigating  between  the  fixed  post  or  signs  near  the  locks,  bridges,  and  ferryboats; 

(2)  on  passing  steamers  navigating  in  a  contrary  direction. 

In  case  of  need  the  canal  officers  are  qualified  to  order  the  captains  to  slacken  even  the 
speed  designated  above. 

Art.  69.  The  special  regulations  will  specify  for  each  canal  the  dimensions  allowed  to  timber 
floats  and  the  rate  of  speed  at  which  they  may  be  towed. 

It  is  forbidden  to  navigate  the  canal  with  timber  floats  of  larger  dimensions,  or  to  tow  timber 
floats  at  a  greater  rate  of  speed  than  the  preceding  clause  allows,  unless  with  a  written  permit  of 
the  chief  engineer. 

Art.  70.  On  the  completion  of  a  timber  float  it  must  immediately  leave  the  canal,  or,  if  the 
place  of  its  destination  is  situated  on  the  canal,  be  towed  to  that  place,  where  within  48  hours  it 
must  be  taken  to  pieces  and  cleared  out  of  tbe  canal.  Except  in  the  case  of  the  insurmountable, 
timber  floats  are  allowed  to  stay  only  at  such  places  as  are  indicated  by  the  special  regulations, 
and  those  assigned  to  them  by  the  canal  officers. 

Art.  71.  A  timber  float  of  no  more  than  25  beams  may  be  fastened  to  a  ship,  provided  one 
man  is  on  it  to  steer  it. 

Any  other  timber  float  shall  be  towed  separately. 

When  not  fastened  to  a  ship  any  timber  float  of  25  meters  long  and  less  shall  have  at  least 
two  able-bodied  men  on  it  for  the  purpose  of  steering  it. 

For  each  20  meters  more  of  length,  or  part  thereof,  one  man  more  shall  be  present  for  the 
purpose  of  steering  it. 

Timber  floats  fastened  to  one  another  are  considered  to  be  one  float. 

Art.  72.  The  masts  or  towing  poles  on  timber  floats  may  not  be  higher  than  4  meters  above 
the  water. 

Art.  73.  It  is  forbidden  to  put  more  than  two  horses  abreast  to  the  towlines. 

Art.  74.  The  largest  number  of  ships  to  be  towed  by  a  steam  tug  is  fixed  by  special  regu- 
lations. 

It  is  forbidden  to  tug  a  larger  number  of  ships  than  is  stipulated  in  virtue  of  the  first  clause 
of  this  article. 

Art.  75.  No  ships  being  towed  in  a  canal  are  allowed  to  carry  any  sail.  During  their  navi- 
gation all  their  sails  must  be  lowered  or  taken  in. 

Art.  76.  Ships  and  timber  floats  staying  at  any  place  must  be  moored,  if  possible,  to  the 
mooring  poles,  or  posts  placed  for  that  purpose. 

On  any  ship  approaching,  if  needed,  all  chains  and  ropes  must  be  slipped  in  time  and  to  such 
an  extent  that  the  passage  be  free. 

Art.  77.  In  no  canal  or  harbor  may  anchors  be  brought  out  from  any  ship  unless  in  the  case 
of  heavy  currents,  when  the  water  is  being  let  through  the  locks,  and  in  necessary  cases. 

The  captains  of  nonseagoing  ships,  however,  if  no  mooring  poles  or  posts  are  found,  may 
use  kedge  anchors  wholly  stuck  in  the  ground  and  near  the  canal  board. 

Art.  78.  Ships  shall  take  in  or  discharge  cargo  only  at  the  spots  designed  for  that  purpose 
or  assigned  by  the  canal  officers. 

It  is  forbidden  to  deposit  or  discharge  any  object  on  the  banks  of  the  canal  without  leave 
of  a  waterstaat  officer  or  a  canal  officer. 

Art.  79.  In  loading  or  discharging  any  ship  no  obstruction  of  the  roads  or  berms  may  take 
place. 

The  captains  of  ships  lying  close  to  each  other  are  obliged,  for  their  common  convenience, 
to  allow  the  necessary  space,  for  the  use  of  lighters  and  for  hauling  out. 

Art.  80.  The  captain  of  a  ship  lying  at  a  landing  place  must  allow  another  ship  to  he  along- 
side Ms  ship  and  to  communicate  across  her  with  the  shore,  provided  this  be  not  for  the  purpose 
of  taking  in  or  discharging  cargo. 

Art.  81.  Any  ship  having  completed  or  discharged  her  cargo  shall  immediately  make  room 
for  any  other  ship  wanting  to  take  in  or  discharge  her  cargo  at  the  same  place. 


MEASUREMENT   OF   VESSELS   FOB   PANAMA   CANAL.  567 

In  case  of  want  of  room,  several  ships  arriving  at  the  same  time,  those  coming  to  take  in  their 
cargoes  have  the  preference  over  those  coming  to  discharge. 

Art.  82.  The  chief  engineer,  and  in  case  of  need  the  engineer,  is  qualified  to  raise  or  to  lower 
the  level  of  the  canal. 

Title  V. — Provisions  for  the  conservation  of  the  canals  and  whatever  belongs  thereto. 

Art.  83.  Except  in  cases  of  acquired  rights,  it  is  forbidden,  without  leave  of  the  minister 
(1)  to  draw  off  water  from  any  canal  or  water  course  belonging  to  it;  and  (2)  to  effect  any  works 
in,  on,  under,  or  across  a  canal,  its  harbors,  bermditchcs,  berms,  dikes,  towpaths,  roads,  or 
other  grounds  belonging  to  the  canal. 

In  deviation  herefrom  our  commissary,  however,  may  sanction  the  alteration  or  removal 
of  any  stairs,  steps,  footpath,  horse  path,  railings,  or  outlet  along  the  canal  dike  or  road,  the 
necessary  works  in  the  bermditch  included. 

Art.  84.  It  is  forbidden  (1)  to  obstruct  or  prevent  the  use  of  the  works;  (2)  to  throw  or 
drop  into  a  canal  or  on  the  grounds  belonging  to  it  solid  matter  unless  with  a  written  permit  of 
the  chief  engineer;  (3)  to  walk  or  drive  across  any  bridge  before  it  is  duly  closed  and  fastened,  or 
to  cross  the  lock  doors  before  they  are  quite  closed;  (4)  to  drive  over  a  bridge  otherwise  than  at 
a  walking  pace;  (5)  to  open  the  barrier  before  a  bridge  without  leave  of  the  bridgeman;  (6)  to 
carry  across  a  bridge  a  load  of  which  the  weight,  in  the  opinion  of  the  bridgeman,  might  damage 
the  bridge;  (7)  to  enter  the  ferryboats  or  take  anything  into  them  contrary  to  the  prohibition 
of  the  ferryman;  (8)  to  enter  any  work  to  which  the  access  is  prohibited  in  a  way  conspicuous 
to  every  one;  (9)  unless  at  the  positive  request  of  the  canal  officers,  to  tUt,  turn,  open,  or  close  a 
bridge;  to  open  or  shut  lock  doors,  to  draw  or  shut  bolts,  to  raise  the  flood  gates;  or  perform 
other  duties  of  the  canal  officers;  (10)  to  deposit  on  any  of  the  places  of  embarkation  or  discharge 
any  goods  not  destined  to  be  shipped  or  discharged,  or  to  let  goods  lie  beyond  the  time  fixed  by 
the  canal  officers  for  embarking  or  lemoving  the  same. 

Art.  85.  Except  in  cases  of  contract  rights,  it  is  forbidden,  without  leave  of  the  minister, 
to  drive  or  ride  on  any  grounds  not  pubhc  roads  belonging  to  a  canal. 

This  prohibition  does  not  apply  to  the  vehicles  of  the  waterstaat  officers  or  canal  officers 
and  to  tow  horses,  as  far  as  relates  to  towpaths. 

Art.  86.  Unless  permission  has  been  granted  by  contract  provisions,  it  is  forbidden,  without 
leave  of  our  commissary,  to  graze  horses  or  cattle  on  any  of  the  canal  grounds. 

Unattended  cattle  found  on  any  of  the  canal  gi  ounds  may  be  removed  by  the  canal  officers. 

Title  VI. — Provisions  respecting  dispersed  Government  works. 

Art.  87.  Respecting  the  passage  and  further  use  of  the  works  mentioned  in  article  1,  third 
clause,  under  (6),  (c),  (d),  (e),  and(/),  the  provisions  mentioned  under  Titles  II,  III,  and  IV  of 
these  regulations  respecting  the  use  of  locks,  bridges,  and  further  works  shall  apply. 

To  the  works  named  in  the  first  clause,  and  also  to  the  harbors  mentioned  in  article  1,  third 
clause  under  (a)  the  provisions  mentioned  under  Title  V,  in  regard  to  the  maintenance  of  the 
locks,  bridges,  and  other  works  belonging  to  the  canals  shall  apply. 

Title  VII. — Provisions  relating  to  the  enforcement  of  these  regulations  and  the  special  regulations 

and  penalties. 

Art.  88.  The  enforcement  of  these  general  regulations  and  the  special  regulations  is  intrusted 
to  the  governmental  and  local  police,  the  waterstaat  officers,  the  officers  of  the  pilotage,  of  the 
revenue  cruisers  (ambulante  recherche  te  water)  the  superintendence  of  fisheries,  and  the  canal 
officers. 

The  officers  and  officials  designated  in  the  first  clause  are  qualified  to  the  actions 
detailed  in  article  6  of  the  law  of  February  28,  1891  (Gazette  No.  69). 

The  reports  drawn  up  by  them  are  forwarded  to  the  legal  officer  charged  with  prosecution 
thereof  at  the  district  court  (kantongerecht),  and  copies  are  sent  to  the  chief  engineer. 


568  MEASUKEMENT    OF   VESSELS   FOB   PANAMA   CANAL. 

Art.  89.  The  waterstaat  officers  and  the  harbor  masters  are  qualified  to  the  actions  detailed 
in  article  3  of  the  law  of  February  28,  1891  (Gazette  No.  69). 

Art.  90.  The  captains  are  bound  to  comply  with  all  injunctions  given  them  by  the  water- 
staat officers  and  the  canal  officers  in  behalf  of  the  navigation  or  of  the  works. 

They  may  appeal  from  the  injunctions  of  the  officers  named  in  the  first  clause  to  our  com- 
missary, immediate  submission,  however,  to  those  injunctions  being  obligatory. 

Art.  91.  Of  all  damage  caused  to  the  works  referred  to  in  these  regulations  and  the  special 
regulations,  a  report  is  to  be  drawn  up  by  the  waterstaat  officer  or  the  canal  officer  who  discovers 
or  is  informed  thereof. 

This  report  shall  state  the  condition  of  the  damaged  part  before  the  accident;  the  circum- 
stances attending  it;  the  probable  costs  of  repairing  the  damage;  the  person  held  responsible 
for  the  payment,  and  the  sum  he  is  bound  to  refund. 

In  fixing  this  sum  the  state  of  the  works  before  the  damage  caused  shall  be  taken  into 
account. 

This  report  shall  be  forwarded  to  the  chief  engineer  by  intermediary  of  the  engineer,  and, 
if  possible,  a  copy  of  it  shall  be  served  on  the  captain  concerned. 

In  pursuance  of  article  4  of  the  law  of  February,  1891  (Gazette  No.  69),  appeal  may  be  made 
to  the  chief  engineer. 

Art.  92.  Infringements  of  these  general  regulations,  insofar  as  they  are  not  provided  against 
by  the  law,  are  punished  as  follows: 

(a)  By  imprisonment  for  a  period  not  exceeding  60  days  or  a  fine  not  exceeding  300 
guilders,  in  case  of  the  infringement  of  articles  10,  first  clause,  12,  13,  55  second  and  third  clause, 
67  third  clause,  and  68  first  clause,  if  the  infringement  is  made  with  respect  to  a  river,  canal,  or 
harbor,  destined  to  be  navigated  by  sea  ships. 

(b)  By  imprisonment  for  a  period  not  exceeding  30  days  or  a  fine  not  exceeding  150  guilders 
in  case  of  (1)  the  infringement  of  the  stipulations  named  under  (a),  if  it  is  made  with  respect  to 
any  water  not  destined  to  be  navigated  by  sea  ships;  (2)  the  infringement  of  articles  15 
second  clause,  25,  27,  48,  51,  and  83  (1). 

(c)  By  a  fine  not  exceeding  100  guilders,  in  case  of  the  infringement  of  articles  7,  8,  10  second 
clause,  14  second  clause,  15  third  clause,  19  first  clause,  21  second  clause,  24,  30,  34  second 
clause,  42,  43,  47  (1)  and  (2),  54,  55  first  clause,  56,  56  bis.  61,  62,  63  third  clause,  63  bis.,  69 
second  clause,  77,  83  (2),  84  (1),  and  90  first  clause. 

(d)  By  a  fine  not  exceeding  75  guilders,  in  case  of  the  infringement  of  articles  28,  31,  32,  34 
first  clause,  46,  49,  57,  58,  59,  60,  66,  70,  71,  81,  and  84  (5). 

(e)  By  a  fine  of  not  exceeding  50  guilders,  in  case  of  the  infringement  of  articles  4, 5,  6,  9,  15 
first  clause,  19  second  clause,  20,26,  39  second  and  fourth  clause,  52  first  clause,  64,  65,  76,79, 
80,  and  84  (2)  and  (9). 

(/)  By  a  fine  not  exceeding  25  guilders,  in  case  of  the  infringement  of  article  3  second  clause, 
11  first  clause,  23  first  clause,  33,  34  third  clause,  36,  39  first  and  third  clause,  44,  50,  52  second 
clause,  53,  72,  73,  75,  78,  84  (3),  (4),  (6),  (7),  (8),  and  (10),  85  and  86. 

Infringements  of  articles  7.  9,  10,  12,  13,  14  second  clause,  15,  19  first  and  second  clause, 
20,  21  second  clause,  23  first  clause,  24,  25,  and  26  by  timber  floats  are  punished  with  the 
penalties  fixed  hercabove  for  the  infringement  of  those  stipulations. 

The  infringement  of  the  prohibition,  issued  in  virtue  of  article  23  secona  clause,  is  punished 
by  a  fine  not  exceeding  75  guilders. 

Final  Stipulations. 

Art.  93.  The  mmister  is  qualified  to  allow  or  to  order  a  deviation  from  the  stipulations  of 
the  articles  4,  5,  6,  8,  18,  31,  32  third  clause,  47,  58,  59,  61,  73,  75,  79,  and  84  of  these  regula- 
tions. 

Art.  94.  To  ships  already  navigating  at  the  time  these  regulations  enter  into  operation,  a 
term  of  two  years  is  granted  for  complying  with  the  prescription  of  article  4  first  clause. 


APPENDIX  XXV. 


SPECIAL  REGULATIONS  RELATING  TO  THE  NORTH 
SEA  (AMSTERDAM)  CANAL, 

61861°— 13 37  569 


Appendix  XXV. 


SPECIAL  REGULATIONS  RELATING  TO  THE  NORTH  SEA   (AMSTERDAM)   CANAL. 


Special  police  regulations  relating  to  the  North  Sea.  Canal  {Noord-Zeelianaal),  determined  by 
Royal  order  of  July  21,  1908  {Official  Gazette  No.  233)  and  of  the  25th  of  November,  1909, 
{Official  Gazette,  No.  373). 

Article  1.  These  regulations  apply  to: 

(a)  The  outer  port  on  the  North  Sea.    [See  map  of  North  Sea  Canal.1] 

(6)  The  outer  canal  with  the  outer  canals  leading  to  the  North  Sea  Locks. 

(c)  The  North  Sea  Locks,  viz,  the  new  or  large  lock  and  the  old  North  Sea  Locks,  consisting 
of  the  middle  lock,  the  small  lock,  and  the  discharging  sluice. 

{d)  The  inner  canal  leading  to  the  North  Sea  Locks  and  the  main  canal  to  the  boundary  of 
the  waterway  under  the  control  of  the  community  of  Amsterdam,  which  boundary  is  indicated 
by  two  posts  on  the  southern  bank. 

(e)  The  side  canals — to  Beverwijk  (side  canal  A),  to  a  distance  of  S90  meters  from  the 
center  of  the  main  canal;  to  Spaarndam  (side  canals  B  and  C);  to  Nauerna  (side  canal  D);  to 
Westzaan  (side  canal  E);  to  Halfweg  (side  canal  F);  to  Zaandam  (side  canal  G);  to  a  distance 
of  1,000  meters  measured  from  the  axis  of  the  main  canal;  to  the  Molen  sluice  (Barndegat)  (side 
canal  H);  to  Oostzaan  (side  canal  I);  to  Nieuwendam  (side  canal  K). 

(/)  A  strip  of  water  in  the  shut-off  IJ,  100  meters  wide,  adjoining  the  grounds  between  the 
mouth  of  the  side  canal  to  Nieuwendam  (side  canal  K)  and  the  Oranje  Locks,  with  the  fairway 
within  those  locks  to  a  distance  of  500  meters  measured  along  the  axis  of  the  canal. 

{g)  A  strip  of  the  water  in  the  shut-off  IJ,  100  meters  wide,  west  of  the  boundary  dike  to 
Schellingwoude,  from  the  mouth  of  the  Merwede  Canal  to  the  Oranje  Locks. 

(h)  the  Oranje  Locks. 

(i)  The  fairway  hi  the  open  IJ  outside  the  Oranje  Locks,  viz,  a  strip  of  water  to  the  length  of 
4,300  meters  and  of  a  breadth  of  315  meters,  measured  from  the  edge  of  the  bordering  dam, 
together  with  that  dam. 

The  parts  to  which  these  regulations  apply  are  indicated  on  the  subjoined  map  by  a  blue 
color. 

Aet.  2.  These  regulations  shall  be  printed  and  be  generally  obtainable. 

An  English,  a  German,  and  a  French  translation  shall  also  be  printed  and  be  generally 
obtainable. 

Art.  3.  The  minimum  depth  in  the  outer  port,  the  outer  canal,  and  the  outer  canal  leading 
to  the  large  locks  at  Ijmuiden  shall,  in  accordance  with  the  tide,  be  indicated  by  signals  at  the 
mouth  of  the  outer  canal. 

In  accordance  with  the  tide,  the  depth  in  decimeters  shall  be  signaled  in  ciphers  at  the 
large  locks  at  which  ships  may  be  able  to  pass  through,  provided  the  signals  permit  of  entrance. 
Skippers  of  vessels  of  a  draft  exceeding  80  decimeters,  on  their  approach  to  the  locks  shall 
assure  themselves  of  the  exact  draft  of  their  vessel,  and  shall  not  be  allowed  to  pass  the  lock 
should  that  draft  exceed  that  indicated  by  the  depth  signal  at  the  lock,  even  though  the 
signals  for  entrance  to  the  sluice  permit  entrance  thereto. 

i  Plate  10,  Report  on  Panama  Canal  Traffic  and  Tolls. 

571 


572  MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL. 

Only  such  vessels  shall  be  admitted  to  the  canal  as,  wherever  measured,  have  no  greater 
draft  in  regard  to  the  main  canal  than  9.20  meters,  the  height  of  the  water  in  the  canal  being 
0.50  meters  or  thereabouts,  N.  A.  P.  (Amsterdam  gauge),  and  proportionately  more  or  less  as 
the  height  of  the  water  in  the  canal  is  higher  or  lower  than  the  height  mentioned.  In 
regard  to  the  side  canal  to  Zaandam  (side  canal  G),  8  meters,  the  height  of  water  in 
the  canal  being  0.50  meters  or  thereabouts,  N.  A.  P.,  and  proportionately  more  or  less  as  the 
height  of  the  water  in  the  canal  is  higher  or  lower  than  the  height  mentioned;  in  regard  to  the 
inner  canal  leading  to  the  North  Sea  gates,  7.10  meters,  the  height  of  the  water  in  the  canal  being 
0.56  meters  or  thereabouts,  N.  A.  P.,  and  proportionately  more  or  less  as  the  height  of  the  water 
in  the  canal  is  higher  or  lower  than  the  height  mentioned;  in  regard  to  the  fairway  east  of 
Amsterdam  and  above  theOranje  Locks,  3.50  meters;  in  regard  to  the  side  canals  to  Spaarndam, 
to  Nauerna,  and  to  Halfweg,  to  a  distance -of  1,100  meters  north  of  the  lock,  3  meters  at  that 
point;  in  regard  to  the  side  canal  to  Nieuwendam,  2. SO  meters;  in  regard  to  the  side  canal  to 
Westzaan,  2.20  meters,  with  the  exception  of  the  mooring  place  for  sea  vessels  in  tins  channel, 
where,  according  to  the  actual  depth  of  water,  sea  vessels  are  admitted  with  a  draft  of  from 
5.50  meters  at  the  beginning  to  a  depth  of  3  meters  at  the  end;  in  the  side  canal  to  Oostzaan, 
2  meters;  in  the  side  canal  to  Beverwijk,  2  meters;  in  the  side  canal  to  the  Molen  sluis  (mill 
sluice)  part  of  the  side  canal  to  Halfweg,  1.30  meters. 

The  drafts  given  in  regard  to  the  main  canal  apply  in  respect  to  the  height  of  water  to  the 
west  of  Amsterdam,  as  read  on  the  gauges  at  the  North  Sea  locks;  to  the  east  of  Amsterdam  hi 
respect  to  the  height  of  water,  as  read  on  the  gauges  there  or  at  the  Oranje  Lock. 

As  an  indication  of  the  draft  of  vessels  entering  the  canal  at  Ijmuiden,  their  draft  in  the 
outer  port  or  the  outer  canal  shall  be  taken,  increased  by  1  decimeter. 

The  draft  given  in  regard  to  the  side  canals  shall  all  apply  at  a  height  of  water  of  0.50  meter 
or  thereabouts,  N.  A.  P.,  and  higher,  as  read  on  the  gauges  at  Amsterdam  or  at  the  Oranje  Locks. 

The  maximum  breadth  of  the  vessels  shall  be:  For  the  North  Sea  Locks  at  Ijmuiden,  24 
meters;  for  the  Oranje  Locks,  17.75  meters;  for  the  eastern  side  canal  to  Spaarndam  (side 
canal  C),  on  passing  through  the  western  passage  of  the  revolving  bridge  across  the  mouth  of  the 
side  canal,  11.75  meters;  for  the  eastern  passage  of  the  revolving  bridge  across  the  mouth  of 
the  side  canal  C,  9.50  meters. 

The  maximum  length  of  the  vessels  shall  be :  For  the  North  Sea  Locks  at  Ijmuiden,  220 
meters;  for  the  Oranje  Locks,  90  meters. 

The  western  side  canal  to  Spaarndam  (side  canal  B)  may  only  be  entered  by  vessels  with 
their  mast  lowered,  which  are  not  more  than  1.50  meters  above  the  level  of  the  water. 

Under  special  circumstances  the  harbor  master  is  empowered  to  detain  ships,  should  he 
deem  it  necessary  in  the  interest  of  the  navigation. 

Art.  4.  Of  the  side  canal  to  Halfweg  (side  canal  F),  the  northern  part  thereof  as  far  as 
2,500  meters,  south  of  the  axis  of  the  main  canal  is  fitted  up  as  a  mooring  place  for  fishing 
torpedoes. 

Whenever  the  side  canal  is  being  used  as  such,  the  navigation  may  temporarily  be  suspended 
and  captains,  desirous  of  using  the  side  canal,  will  have  to  act  according  to  the  directions  of  the 
marine  authorities  on  the  spot,  and  if  necessary  remove  their  vessels  at  their  orders. 

Art.  5.  Ships  coming  from  the  sea  ami  sailing  or  moored  in  the  outer  port  shall,  whenever 
the  harbor  master  may  deem  necessary,  get  his  orders  by  means  of  signals  according  to  the 
general  international  signal  book,  those  signals  to  be  hoisted  on  the  semaphore  post  at  the 
mouth  of  the  outer  canal. 

In  deviation  from  article  13  of  the  general  regulations,  the  there  indicated  signals,  noti- 
fying that  entrance  to  the  harbor  is  blocked,  shall  not  be  hoisted  in  front  of  the  outer  harbor 
in  the  North  Sea  on  one  of  the  pierheads,  but  on  the  aforementioned  semaphore  post.  As  long 
as  those  signals  are  hoisted,  no  depth,  current,  or  other  signals  shall  be  shown  on  the  semaphore 
post. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  573 

Art.  6.  Captains,  obliged  or  wishing  to  stay  with  their  vessels  in  the  outer  canal  or  the 
outer  canals  leading  to  North  Sea  gates,  must  give  notice  thereof  at  the  harbor  master's  office 
and  subsequently  proceed  to  their  mooring  place,  which  shall  be  assigned  them  by  the  harbor 
master  or  his  substitute. 

Art.  7.  Supplementary  to  article  77  of  the  general  regulations,  it  is  forbidden  to  anchor  in 
the  walled-in  fairway  of  the  outer  port  at  Ijmuiden,  and  in  the  fairway  in  the  open  IJ,  outside 
the  Oranje  locks,  except  with  the  permission  of  the  lock  keeper  of  the  gates. 

It  is  also  forbidden  to  anchor  in  the  canal  within  25  meters  of  the  places  near  which  there 
is  a  warning  that  there  is  a  cable  across  the  canal  at  that  spot,  as  also  within  50  meters  of  the 
ferry  crossing. 

Art.  S.  Article  7  of  the  general  regulations  as  far  as  the  outer  canal  and  the  main  canal  are 
concerned,  does  not  apply  to  ships  towed  abroad,  measuring  together  no  more  than  10  meters, 
that  are  properly  attached  fore  and  aft,  and  in  the  judgment  of  the  harbor  master  are  suffi- 
ciently manned  to  remove,  with  a  view  to  the  state  of  the  weather,  all  obstacles  to  navigation 
and  all  causes  that  might  lead  to  collision  and  damage. 

Art.  9.  Article  8,  second  clause,  of  the  general  regulations,  is  to  read  for  this  canal  as 
follows : 

Vessels  of  6  meters  or  greater  draft  shall,  moreover,  carry  flag  P  of  the  international  signal  book  at  the  foremast 
and  at  night  three  red  lighls  hoisted  one  below  the  other  at  a  distance  from  each  other  of  not  less  than  0.50  meters. 

Moored  vessels  shall  lower  these  signals  half  way. 

In  the  case  of  vessels  of  less  than  6  meters  draft  the  carrying  of  these  signals  is  forbidden. 

Sea  vessels  shall  constantly  carry  at  night  the  white  stern  light,  mentioned  in  article  10 
of  the  provisions  for  the  prevention  of  collisions  at  sea,  decreed  by  royal  order  of  the  24th  of 
April,  1S97  (Official  Gazette  Xo.  107). 

Art.  10.  Article  G5  of  the  general  regulations  does  not  apply  to  vessels  in  the  outer  port. 

All  sailing  vessels  under  sail  shall,  on  the  approach  of  a  sea  vessel  under  steam  or  in  tow, 
leave  the  fairway  clear,  that  is  to  say,  give  way  or,  if  necessary,  lower  sail.  Article  26,  second 
clause,  of  the  regulations  for  the  prevention  of  collisions  or  drifting  in  public  waters  in  the  king- 
dom, does  not  apply  to  sea  vessels  under  steam  or  the  tugs  having  sea  vessels  in  tow. 

Art.  11.  Whenever,  in  the  main  canal,  in  the  case  of  ice,  a  narrow  channel  has  been  made, 
it  is  forbidden  to  navigate  outside  this  channel,  except  writh  the  special  authorization  of  the 
harbor  master  or  his  substitute. 

Art.  12.  All  vessels  on  passing  steam  dredging  vessels  shall  keep  to  the  shore  which,  during 
the  day,  is  indicated  by  a  blue  flag,  at  night  by  two  green  lights  hoisted  one  above  the  other. 
Moreover,  on  approaching  a  steam  dredging  vessel  a  warning  shall  be  given  from  the  ship  by 
the  ship's  bell,  the  steam  whistle,  or  the  foghorn,  or  even  by  shouting. 

Art.  13.  Vessels  shall  not  be  allowed  to  drift  or,  generally,  stop  at  or  near  the  ferry  crossing. 

On  approaching  the  steam  ferry  at  Velsen,  captains  shall,  on  reaching  the  distance  signal 
poles  at  about  600  meters  on  either  side  thereof,  give  warning  of  their  approach  by  a  prolonged 
blast  on  the  steam  whistle  or  the  foghorn,  or  by  ringing  the  ship's  bell. 

Art.  14.  Sea  vessels  proceeding  in  the  same  direction  may  not  pass  each  other. 

In  addition  to  the  case  of  sea  vessels  mutually,  the  passing  of  any  vessels  proceeding  in 
the  same  direction  is  only  allowed,  wThen  the  outlook  ahead  is  clear,  or  approaching  vessels  are 
at  such  a  distance  that  the  overtaking  vessel  is  certain  that  the  passing  of  the  overtaken  vessel 
will  be  effected  before  the  first  approaching  vessel  is  met. 

Art.  15.  In  deviation  from  the.  provision  of  article  14  of  the  general  regulations,  three  red 
lights  at  an  equal  height  or  the  sluicing  flag  at  half  mast  shall  be  hoisted  in  due  time,  if  possible 
one  hour  prior  to  the  commencement  of  the  opening  of  the  floodgates.  On  opening  the  flood- 
gates the  fights  shall  be  placed  triangularly  or  the  flag  raised  to  the  top. 

After  having  opened  the  flood  gates  of  the  North  Sea  Locks  the  sluicing  flag  shall  be  exhib- 
ited at  the  semaphore  post  at  Ijmuiden,  at  the  steam  ferry  at  Velsen,  and  at  the  ferry  east  of 
the  Hembi-ug. 


574  MEASUREMENT   OF  VESSELS  FOR  PANAMA  CANAL. 

Should  more  than  one  flood  gate  be  opened,  the  signals  prescribed  for  each  gate  opened 
shall  be  hoisted  separately  and  at  the  semaphore  post  at  Ijmuiden  the  floodgate  signal  shall  be 
doubled. 

Vessels  of  a  draft  of  more  than  65  decimeters  coming  from  sea  may  request  that  the  outlet 
of  water  through  the  North  Sea  gates  be  tempered  or  stopped  by  hoisting  flag  N  of  the  inter- 
national signal  book  during  the  day  and  by  showing  a  red  light  at  night ;  in  the  case  of  a  steam 
vessel  to  be  hoisted  above  the  top  light. 

By  entirely  or  almost  entirely  or  partially  lowering  the  sluicing  signal  at  the  semaphore 
post  a  reply  shall  be  given  as  to  whether  the  request  is  granted  or  not. 

After  the  hoisthig  of  the  sluicing  signals  at  the  North  Sea  Locks  it  is  forbidden,  without 
the  permission  of  the  sluice  master,  to  approach  the  opened  locks  nearer  than  the  place  marked 
by  a  board  put  up  at  a  distance  of  300  meters  from  the  said  locks. 

Whenever  water  is  being  let  in  through  the  Oranje  Locks  warning  thereof  shall  be  given  by 
a  white  flag  bearmg  in  black  letters  the  word  "inlaten"  during  the  day  and  at  night  by  three 
red  lights  placed  in  the  shape  of  an  equilateral  triangle  with  the  point  downward. 

After  the  hoisting  of  the  sluicing  signal  or  the  water  iidet  signal  the  lock  or  locks  at  which 
those  signals  are  exhibited  shall  be  carefully  avoided,  and  if  necessary  the  vessels  shall  promptly 
cast  anchor. 

Art.  16.  As  soon  as  the  outer  water  has  reached  a  height  of  1.50  meters  or  thereabouts, 
N.  A.  P.,  the  large  lock  at  Ijmuiden  shall  no  longer  be  opened.  The  middle  and  little  lock  there, 
as  well  as  the  Oranje  Locks,  shall  not  be  opened  as  long  as  the  outer  water  has  reached  a  height 
of  1.25  meters  or  thereabouts,  N.  A.  P. 

The  large  lock  and  the  small  lock  at  Ijmuiden  shall  not  be  opened  whenever  more  than 
1.25  meters  of  water  has  to  be  kept  back  by  the  ebb  gates. 

The  middle  lock  at  Ijmuiden  and  the  Oranje  Lock  shall  not  be  opened  whenever  more  than 
1  meter  of  water  has  to  be  kept  back  by  the  ebb  gates. 

Art.  17.  If  on  the  North  Sea  Lock  the  red  cylinder  covered  by  a  half  ball,  mentioned  in 
article  15  of  the  general  police  regulations,  is  hoisted  by  day  and  by  night  the  red  light  is  dis- 
played, the  captain  shall  stop  his  vessel  at  100  meters  distance  from  the  lock. 

The  inlet  lock  shall  be  indicated  by  the  covered  cylinder  above  mentioned  by  day  and  by 
night  by  a  green  light  on  either  side. 

Whenever  over  the  Oranje  Locks  the  red  signal  board  mentioned  in  article  15  of  the  gen- 
eral regulations  is  exhibited  by  day  and  the  red  light  at  night  the  captain  must  stop  his  vessel 
at  a  distance  of  100  meters  from  the  lock.  The  lock  to  be  passed  shall  be  indicated  by  a  white 
board  during  the  day  on  either  side  and  at  night  by  a  green  light  on  either  side. 

Whenever  a  white  flag  with  a  white  circular  space  in  the  middle  is  hoisted  over  the  Oranje 
Locks  the  approaching  vessel  shall  immediately  cast  anchor.  At  night  instead  of  the  flag  two  red 
lights  shall  be  placed  the  one  above  the  other. 

Whenever  the  said  signals  are  shown  at  the  North  Sea  Locks  any  approaching  vessel  shall 
not  pass  the  board  put  up  at  a  distance  of  300  meters,  but  shall  be  safely  moored,  in  doing 
which,  except  for  a  counter  order  from  or  in  the  name  of  the  harbor  master,  the  first  arrival 
shall  moor  closest  to  the  lock,  and  so  on  in  succession. 

In  foggy  weather  at  the  outermost  lighthouse  at  Ijmuiden  signals  shall  be  given  with  a 
foghorn,  and  at  the  Oranje  Locks  a  bell  shall  be  sounded  as  guide  for  the  vessels  navigating 
in  the  neighborhood. 

Art.  18.  The  rule  indicated  in  article  16  of  the  general  regulations  shall  be  given  by  the 
harbor  master  or  the  sluice  master  at  the  North  Sea  Locks. 

On  approaching  the  North  Sea  locks,  when  no  other  signal  is  given,  all  vessels  of  100  meters 
in  length  and  upward  and  of  a  draft  of  6  meters  or  more  shall  proceed  toward  the  large  lock 
and  the  rest  toward  the  other  North  Sea  locks. 

In  case  of  deviation  from  this  general  ride  notice  hereof  shall  be  given  on  the  signal  poles 
situated  at  the  extremities  of  the  land  projection  which  separates  the  large  locks  from  the 
North  Sea  locks. 


MEASUREMENT   OE   VESSELS   FOB  PANAMA   CANAL.  575 

During  the  clay  this  signal  shall  be  given  by  a  red  signal  arm  on  these  poles  placed  hori- 
zontally and  pointing  toward  the  sluice  that  is  to  be  passed. 

At  night  the  signal  shall  be  given  by  a  flickering  light  on  the  signal  pole,  and  that  hi  the 
following  manner: 

If  the  light  on  the  projection  flickers  red  within  or  to  the  east  of  the  sluices,  all  outgoing 
vessels  shall  proceed  toward  the  large  lock;  if  it  flickers  green,  all  outgoing  vessels  must  go 
toward  the  old  North  Sea  locks. 

If  the  light  on  the  projection  flickers  green  outside  or  to  the  west  of  the  sluices,  all  incoming 
vessels  must  proceed  toward  the  large  lock;  if  it  flickers  red,  all  incoming  vessels  must  go  toward 
the  old  North  Sea  locks. 

In  respect  of  night  signals  the  rule  shall  be  as  follows,  applying  to  vessels  passing  each 
other,  namely,  color  to  color. 

If  no  signals  are  given  and  therefore  the  general  rule  is  to  be  followed,  the  signal  arm  hangs 
vertically  and  at  night  the  white  lights  shall  flicker. 

Art.  19.  In  passing  the  drawbridge  across  the  mouth  of  the  eastern  side  canal  to  Spaarn- 
dam  (side  channel  C)  all  vessels  and  flat-bottom  boats  must  pass  the  opening  on  the  starboard 
side  unless  the  bridgeman  allows  or  orders  them  to  make  use  of  the  other  opening. 

The  day  signal,  mentioned  in  article  15,  second  clause  of  the  general  regulations,  shall 
be  given  at  this  bridge  by  means  of  a  red  ball. 

Art.  20.  Article  17,  first  clause  of  the  general  regulations,  shall  read  for  this  canal  as 
follows : 

The  passing  shall  be  regulated  by  the  acting  sluice  master,  in  which  attention,  as  far  as  possible,  shall  be  given 
to  the  order  of  arrival. 

Captains  shall,  on  receipt  of  the  order  thereto  from  the  officiating  sluice  master,  leave  the 
lock  with  their  vessels  immediately  after  passing  through.  If  at  Ijmuiden,  in  that  case  the 
clearing  of  the  vessel,  whether  in  or  out,  is  not  completed,  the  captain  shall  moor  the  vessel 
in  or  outside  the  sluice  at  the  spot  given  him  by  the  harbor  master  or  the  officiating  sluice  master 
until  the  clearing  has  been  effected. 

Art.  21.  In  deviation  from  article  18  of  the  general  regulations  the  order  in  which  ships  are 
to  be  let  through  the  North  Sea  locks  shall  be  fixed  as  follows : 

(1)  Vessels  carrying  a  pennant. 

(2)  Government  vessels  and  vessels  serving  for  the  conveyance  of  the  waterstaat  officials 
or  canal  servants  on  duty. 

(3)  Steam  vessels  sailing  in  regular  service  for  the  ports  on  the  Dutch,  Belgium,  or  British 
coast,  for  French  ports  north  of  Brest,  for  the  ports  of  Norway,  Sweden,  and  Denmark,  or  for 
those  on  the  Baltic  or  the  Danish  ports  on  the  North  Sea. 

(4)  Steamers  carrying  Dutch  mails  or  chiefly  accommodated  for  passengers  in  regular 
service  for  ports  out  of  Europe. 

(5)  Vessels  loaded  with  fresh  fish. 

Vessels  loaded  with  gunpowder,  fireworks,  guncotton,  nitroglycerine,  quicklime,  or  other 
explosives  or  easily  inflammable  goods  shall  be  let  through  before  all  other  vessels  as  far  as 
possible  and  always  separately. 

Steamers  sailing  in  regular  service  for  ports  in  Europe,  not  mentioned  sub  (3)  and  steamers 
not  carrying  Dutch  mads  and  not  accommodated  chiefly  for  passengers,  but  sailing  in  regular 
service  for  ports  out  of  Europe,  may  be  granted  the  same  rights,  respectively,  as  the  steamers 
mentioned  subs  (3)  and  (4)  by  a  revocable  order  of  the  minister  on  a  petition  stating  reasons 
for  the  request. 

The  time-tables  of  vessels  sailing  in  regular  service  must  be  made  known  to  the  harbor 
master  by  special  notice  of  the  manager  of  the  service  and  to  the  public  by  advertising  the 
time-tables  in  at  least  two  Dutch  newspapers.  Deviations  in  the  days  of  departure  from 
Amsterdam  or  other  places  on  the  North  Sea  Canal  or  any  of  the  side  canals  should  at  least 
one  week  in  advance  be  made  known  to  the  harbor  master  and  to  the  public  in  the  same  way. 


576  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Whenever  such  notice  has  not  been  made  or  any  deviation  in  the  dates  of  departures  takes 
place,  the  right  of  precedence  in  being  let  through  the  locks  is  forfeited. 

Art.  22.  Captains  shall  see  that  on  entering  the  locks  the  necessary  mooring  cables  are 
ready;  moreover,  captains  of  sea  vessels  shall  provide  that  the  necessary  staff  of  men  be  on 
the  spot  ashore  to  take  hold  of  those  cables  and  make  them  fast. 

Captains  of  sea  vessels  before  leaving  the  lock  shall  give  to  the  officiating  sluice  master 
a  written  statement,  or  see  that  such  be  done,  of  the  length,  breadth,  draft,  net  tonnage,  place 
of  origin,  and  destination  of  the  vessel,  as  well  as  the  name  and  residence  of  the  captain. 

In  case  of  noncompliance  with  these  orders  the  sluice  master  may  refuse  to  allow  the  ship 
to  pass. 

Akt.  23.  Sea  vessels  may  not  moor  to  State  wharfs  and  load  and  unload  at  such  place 
except  with  the  permission  of  the  harbor  master. 

In  loading  or  discharging  sand,  ballast,  grain,  coal,  and  similar  cargoes  the  skippers  shall 
spread  a  sail  or  cloth  from  the  shore  to  the  ship's  deck  or  from  the  one  ship  to  the  other. 

From  one  hour  after  sunset  till  one  hour  before  sunrise  no  sand,  ballast,  or  cargo  shall 
be  loaded  or  discharged  without  a  written  license  of  the  harbor  master,  observing  the  directions 
of  the  said  harbor  master  and  under  such  superintendence  as  shall  be  ordered  by  him  and  kept 
up  at  the  expense  of  the  skippers. 

The  removal  of  sand,  mud,  or  other  goods  by  means  of  mud  boats,  except  with  a  written 
license  from  the  harbor  master,  observing  the  directions  of  the  said  harbor  master  and  under 
such  superintendence  as  shall  be  ordered  by  him  and  kept  up  at  the  expense  of  the  skipper,  is 
prohibited. 

Loaded  mud  boats  not  provided  with  such  a  license  shall  not  be  let  through  the  locks  at 
Ijmuiden  or  the  Oranje  locks. 

In  the  discharging  of  mud  on  or  across  the  quay  care  shall  be  taken  that  no  slime  or  other 
solid  matter  be  flung  into  the  water  in  the  canal  or  permitted  to  float  back  into  the  adjoining 
waters,  failing  which  the  discharging  may  be  stopped  by  the  harbor  master  ox  the  waterstaat 
official. 

The  provisions  of  the  two  preceding  clauses  of  this  article  do  not  apply  to  the  execution 
of  Government  waterworks  in  o.r  along  the  canal. 

Akt.  24.  The  second  clause  of  article  23  of  the  general  regulations  is  not  enforced  for  this 
canal,  the  first  clause  being  applied  only  to  ships  of  10  meters  and  more. 

Art.  25.  Supplementary  to  article  10  of  the  general  regulations  the  towing  of  vessels  which 
are  overladen  or  not  properly  laden  and  which,  in  the  opinion  of  the  harbor  master  or  the  water- 
staat official,  threaten  to  be  swamped  or  sink,  is  forbidden. 

The  skipper  of  the  vessel  towing  such  vessel  shall  stop  at  the  first  call  from  the  harbor 
master  or  the  waterstaat  official  and  convey  the  said  vessel  to  the  place  indicated  by  him. 

Art.  26.  Vessels  loaded  with  gunpowder,  fireworks,  guncotton,  nitroglycerine,  quicklime, 
or  other  explosive  or  easily  inflammable  goods  or  similar  goods  are  not  allowed,  except  in  press- 
ing need,  as  the  harbor  master  shall  decide,  during  the  night  to  lie  in  or  take  up  their  berths 
except  in  the  parts  of  the  main  canal  between  Buitenhuizen  and  the  western  side  canal  to 
Spaarndam  (side  canal  B)  or  at  such  other  places  as  the  minister  shall  indicate.  These  vessels 
shall  remain  moored  to  the  upper  shore  of  said  length  of  canal. 

Art.  27.  Sea  vessels  loaded  with  gunpowder,  other  explosives,  or  inflammable  goods,  so 
long  as  they  are  in  the  waters  mentioned  in  article  1,  in  deviation  from  article  48  of  the  pro- 
visions established  by  royal  order  of  the  15th  of  October,  1885  (-Official  Gazette  No.  87),  last 
revised  by  royal  order  of  the  7th  of  March,  1907  (Official  Gazette  No.  60),  shall  carry  flag  B 
of  the  international  signal  book  at  the  top  by  day  and  at  night  two  red  lights  at  a  distance  from 
each  other  of  at  least  1  meter  equally  high  and  at  least  6  meters  from  the  deck. 

These  red  lights,  hoisted  at  least  3  meters  above  the  deck,  shall  be  shown  at  night  on  river 
vessels  loaded  with  gunpowder,  other  explosives,  or  easily  inflammable  goods. 


MEASUREMENT   OF   VESSELS   FOR   PANAMA   CANAL.  577 

When  the  weather  is  foggy  or  hazy,  no  vessel  carrying  gunpowder,  other  explosives,  or 
easily  inflammable  goods  is  allowed  to  proceed  through  the  waters  mentioned  in  article  1  unless 
her  colors  or  lights  may  easily  be  distinguished  at  a  distance  of  at  least  500  meters. 

.  Art.  28.  On  board  of  every  sea  vessel  on  the  canal  or  in  the  harbors  the  skipper  shall  cause 
a  regular  watch  to  be  kept  on  deck  at  night. 

Fishing  vessels  are  exempted  from  the  above. 

Art.  29.  On  board  of  every  vessel  according  to  the  judgment  of  the  harbormaster  the 
necessary  number  of  hands  and  contrivances  must  always  be  found,  to  prevent  obstruction  of 
navigation  and  the  causing  of  damage  to  other  ships. 

Art.  30.  In  case  of  a  fire  breaking  out  on  board  any  vessel  in  any  of  the  harbors  or  in  the 
canals,  the  skippers  of  other  vessels,  not  threatened  by  the  fire  shall,  at  the  demand  of  the  har- 
bormaster or  other  canal  officials,  immediately  lend  half  the  number  of  their  crews  present  to 
assist  in  controlling  the  fire  and  to  do  everything  that  the  harbormaster  or  other  canal  officials 
may  judge  requisite  for  the  prevention  of  further  accidents. 

Art.  31.  The  maximum  of  speed  at  which  steam  vessels  are  allowed  to  proceed  is  per  minute: 

In  the  main  canals:  For  steam  vessels  having  a  draft  of  6  meters  and  more,  175  meters; 
if  less  than  6  meters  and  more  than  4  meters,  200  meters;  of  4  meters  and  less,  250  meters. 

In  the  side  canals:  For  steam  vessels  having  a  draft  exceeding  2  meters,  150  meters;  not 
exceeding  2  meters,  200  meters;  not  exceeding  1.50  meters,  250  meters. 

Except  in  the  cases  mentioned  in  articles  30  and  6S  of  the  general  regulations  the  speed  in 
passing  ferries  shall  be  reduced  as  much  as  is  necessray  to  prevent  damage  from  the  wash  or 
from  suction. 

Art.  32.  The  greatest  speed  at  which  a  vessel  may  be  towed  shall  not  exceed  150  meters  a 
minute. 

From  one  hour  after  sunset  to  one  hour  before  sunrise  this  speed  hi  any  of  the  side  canals 
shall  not  exceed  100  meters  a  minute. 

Art.  33.  Not  more  than  two  sea  vessels  at  a  time  shall  be  towed  by  the  same  steam  tug. 

Fishing  vessels,  however,  are  excepted. 

The  total  tonnage  of  the  vessels  in  tow  may  not  exceed  2,000  cubic  meters  (700  registered 
tons). 

If  the  tonnage  of  a  sea  vessel  exceeds  1,400  cubic  meters  (500  registered  tons)  it  may  not 
be  towed  together  with  another  sea  vessel  by  the  same  steam  tug. 

The  .number  of  nonseagoing  vessels  or  fighters  or  of  fishing  vessels  towed  at  a  time  may 
not  exceed  ten,  in  which  a  vessel  of  150  cubic  meters  and  more  tonnage  in  the  train  shall  be 
counted  as  two  vessels. 

In  the  outer  canal  and  the  main  canal  the  entire  length  of  the  train,  measured  from  the 
stern  of  the  tug  to  the  stern  of  the  last  boat  tugged,  shall  not  exceed  150  meters. 

The  chief  engineer  is  empowered  to  lim\t  the  number  of  boats  to  be  towed  at  a  time. 

Art.  34.  The  maximum  length  of  the  raft  shall  be  100  meters,  provided  they  be  so  con- 
structed that  they  can  be  divided  into  parts  of  no  more  than  50  meters  in  length. 

The  maximum  breadth  allowed  is  7.50  meters;  maximum  draft,  1  meter. 

The  rate  at  which  they  are  permitted  to  proceed  is  not  to  exceed  80  meters  per  minute. 

Art.  35.  Any  steam  tug,  towing  a  raft,  on  meeting  an  approaching  sailing  or  sea  steamer 
or  sea  vessels  and  convoys  of  more  than  three  vessels  in  tow,  is  bound  to  stop,  and,  if  necessary, 
to  moor  to  the  shore  with  the  raft,  until  the  vessel  or  the  convoy  shall  have  passed. 

The  same  shall  be  done  whenever  a  similar  vessel  or  convoy  in  tow  overtakes  the  towed 
raft  and  wishes  to  pass  it. 

Art.  36.  At  night  the  raft  shall  he  at  the  side  of  the  canal,  where  there  is  no  towing  path, 
or  on  the  side  where  the  least  towing  on  the  towing  path  takes  place. 

Art.  37.  Supplementary  to  the  provision  in  article  76  of  the  general  regulations,  vessels 
or  rafts  lying-to  shall  in  no  case  be  moored  to  poles  to  which  electric  wires  are  attached. 


578  MEASUREMENT   OF   VESSELS   FOE   PANAMA   CANAL. 

Art.  38.  The  provisions  laid  down  in  these  regulations  and  the  general  regulations  for 
steamers,  shall,  as  far  as  this  canal  is  concerned,  apply  to  motor  vessels,  inclusive  of  all  vessels 
which  are  propelled  by  means  of  any  mechanism  in  the  vessel. 

Art.  39.  Supplementary  to  article  91,  second  clause,  oi  the  general  regulations,  it  is  pro- 
vided that  the  written  report  respecting  damage  done  to  the  canal  works  shall  be  made  known 
by  sending  a  copy  thereof  to : 

(a)  In  the  case  ot  damage  to  the  works  under  the  control  of  the  Marine  Department,  to 
the  director  and  commander  of  the  marine  service  at  Amsterdam. 

(b)  For  damage  to  the  works  under  the  control  of  the  Department  of  War,  to  the  interested 
nearest  officer  of  the  engineers. 

fc)  For  damage  to  the  works  under  the  control  of  the  Finance  Department,  to  the  interested 
inspector  of  customs  and  excise. 

(d)  For  damage  to  the  works  of  special  boards  or  persons,  to  those  boards  or  persons. 

Art.  40.  The  penalties  for  infringement  of  these  special  regulations,  when  not  otherwise 
provided  for  by  statute  or  by  the  general  regulations,  are  as  follows: 

(a)  For  a  breach  of  articles  4,  6,  7,  10  second  clause,  13,  26,  27,  30,  and  33,  first,  third, 
fourth,  fifth,  and  sixth  clause,  imprisonment  for  a  period  not  exceeding  30  days  or  a  fine  not 
exceeding  150  guilders. 

(&)  For  a  breach  of  articles  3  second  clause,  11,  12,  14,  15  sixth  and  eighth  clause,  17 
first,  second,  third,  and  fourth  clause,  28,  29,  31  last  clause,  32,  35,  36,  and  37,  a  fine  not  exceed- 
ing 100  guilders. 

(c)  For  a  breach  of  article  9  last  clause  but  one  and  last  clause,  19  first  clause,  20  second 
clause,  23  first,  second,  third,  and  fourth  clause,  and  25-  a  fine  not  exceeding  25  guilders. 


INDEX, 


Page. 

Accidents,  regulations  regarding,  on  the  Suez  Canal..      511 

Admeasurers: 

Interpretation  of  measurement  rules  by 119 

Practice  of,  in  the  United  States,  not  uniform 

regarding  measurement  of  closed -in  spaces. . .         49 
Who  may  apply  Panama  certificate  rules. . . .  213,  241 

Administration  of  canals.    (See  Canals.) 

Admiralty  ships,  measurement  of 279,  301 

American: 

British,  Suez  and  German  net  tonnage  rules, 

comparison  of 79-84 

Certificate  of  admeasurement 59 

Gross  tonnage  rules 58-59,  249-251 

Measurement  rules  for  the  Panama  Canal,  ob- 
jections to  adopting  the 120-121 

Net  tonnage  rules 78-79,  252-254 

Registry,  discrepancy  in  net  tonnage  Tinder 118 

Rules   regarding   propelling-power   space    de- 
ductions        128 

(See  also  United  States.) 

American-Hawaiian  Steamship  Co.: 

Latest  vessels  of,  equipped  to  burn  oil 146 

Vessels,  structural  features  of 23 

American  Navy,  application  of  Suez  measurement 
rules  to  different  types  of  warships  in  the 101 

Amsterdam  Canal.    (See  North  Sea  (  anal,  i 

Animal  traffic  on  the  Manchester  Canal,  regulations 
concerning  the 548 

Areas,  comparative  analysis  of  rules  for  calculation 

of 362 

Army  and  Navy  transports: 

Panama  tolls  on • -5 

"Passengers"  on 232 

Stores  and  cargo  carried  on 236 

Austria-Hungary : 

Limits  of  deductions  in 127.  128 

Method  for  allowance  for  propelling  power  in . .       128 

Awning-deck  ship 20 

Origin  of  the  term 167 

Beachey,   Admiral,   measurement  rule  formulated 

by 130 

Bear  case,  decision  in  the 47,  48, 168 

Belgian  Government: 

Proposition  submitted  by,  regarding  uniform 

measurement  rules 195 

Rule    for   determination   of    propelling  power 

space 128 

Between-deck    spaces,    comparative    analysis    of 

measurement  rules  for 363 

Bibliographical  note  and  list  of  principal  works 

consulted 215-221 

Bismarck,  Prince,  instructions  from,  to  German 
ambassador  concerning  International  Tonnage 
Commission 192 


Page. 

Block  coefficient  of  vessels 37 

Block  displacement,  not  a  basis  for  Panama  Canal 

tolls 40-41 

Board   of  Trade,   British.     (See  British  Board   of 

Trade.) 
Boatswain's  storeroom,  comparative  analysis  of  the 

.   rules  for 371 

British  Board  of  Trade  instructions  relating  to  the 

measurement  of  ships,  1913 281-309 

Measurement  of  British  vessels 283-306 

Directions  for  completing  form  surveys  59 . .       302 

Forms,  etc 299 

Gross  tonnage 284-293 

Measurement  by  Rule  1 284-292 

Between  decks 289 

Excess  of  hatchways 289 

Spaces  on  upper  deck 289-291 

Under  tonnage  deck 284-288 

Worked  example 291-292 

Measurement  by  Rule  II 292-293 

Measurement  of — 

Admiralty  ships 301 

Deck  cargo  spaces 301 

Motor  boats  and  vessels  of  special  type. .       301 

Sea  fishing  boats 303 

Miscellaneous  rules  and  tables 303-306 

Register  (net)  tonnage 294-299 

Allowance  for  propelling  power 294-297 

Deductions  under  section  79 297-299 

Registry  of  alterations 301 

Verification  of  draft  of  water  marks 302 

Measurement  of  foreign  vessels 306-309 

International  tonnage 306 

Issue  of  certificates  of  British  tonnage.  .  .  .       307 
British  Board  of  Trade  instructions  to  surveyors  con- 
cerning the  measurement  of  vessels  for  the  issue  of 

Suez  Canal  certificates,  1913 419-425 

General 421 

Gross  tonnage 421^23 

Exempted  spaces 422 

Light  and  air   casings   over   engines  and 

boilers 423 

Open  spaces 42L422 

Spaces  above  deck 421 

Under-deck  measurement 421 

Net  tonnage 423^25 

Allowance  for  propelling  power 42:3-424 

Crew  space  deductions 424 

Navigation  space  deductions 424 

British,   German,   and   French   ship   measurement 

rules,  comparative  analysis  of 355-374 

British  Government: 

Embarassment  of,   regarding  efforts  for  inter- 
national tonnage  rules 189 

Instructions   to  delegates  of,   to   International 

Tonnage  Commission 192 

579 


580 


INDEX. 


British    laws    concerning   -  the     measurement     of    page. 

vessels : . .  269-279 

Allowance    for    engine-room    space    in    steam- 
ships   272,273 

Application  of  act  to  ships  propelled  by  elec- 
tricity        276 

Computation  from  areas 277 

Deductions  for  ascertaining  tonnage 274 

Marking  of  ship 271 

Measurement  of — 

Allowance  for  engine  room  in  steamships.  278,  279 

Open  ships 279 

Ships  not  requiring  registry  with  cargo  on 
board,  and  ships  which  can  not  be  meas- 
ured under  Rule  1 278 

Ships  to  be  registered,  and  other  ships  of 

which  the  hold  is  clear 276 

Ships  with  double  bottoms  for  water  ballast.       274 
Space.in  case  of  decks  above  the  tonnage 

deck 277 

Poop,    deck   house,  forecastle,  and  any  other 

closed-in  space 278 

Power  to  register  Government  ships  under  the 

Merchant  Shipping  Acts 275,  276 

Provisions  as  to  ships  already  registered 273,274 

Restriction  on  deduction  for  space  occupied  by 

propelling  power 273 

Registry  of  alterations 271,  272 

Rules  for  ascertaining  register  tonnage 272 

Space  occupied  by  deck  cargo  to  be  liable  to 

dues 275 

Survey  and  measurement  of  ship 271 

Surveyors  and  regulations  for  measurement  of 

ships 275 

Tonnage — 

Classes 276 

Measurement  of  Government  ships 279 

Of  ships  of  foreign  countries  adopting  ton- 
nage regulations 275 

Once  ascertained  to  be  the  tonnage  of  ship.       274 

Transverse  areas 276,  277 

British  measurement  rules,  objections  to  adopting 

the,  for  the  Panama  Canal 119-120 

British  Merchant  Shipping  Act  of  1854: 

Embodies  Moorsom  system 45 

Modifications  in 50 

Propelling-power  deduction  rules  in  acts  pre- 
ceding  : 129 

British  Merchant  Shipping  Acts,  1894-1907,  provi- 
sions of  the,  relating  to  measurement  of  ves- 
sels   269-279 

British  net-tonnage  rules 74-76 

British  old  measurement  formula 166 

Abuse  of  engine-room  construction  under 166 

British  Royal  Commission  on  Tonnage,   report  of 

the 475-492 

Advantages  of  an  international  system 487 

Arguments  of  shipowners  in  support  of  existing 

deductions  for  propelling  power 483 

Board  of  Trade  should  have  power  to  modify  de- 
tails of  admeasurement 492 

Carriage  of  passengers  and  cargo  in  deducted 
spaces  to  be  prohibited 491 


British  Royal  Commission  on  Tonnage — Continued.    Page. 

Case  of  the  Isabella 482 

Considerations  involved  in  inquiry 478 

Contents  of  spaces  not  first  included  in  gross  ton- 
nage not  to  be  deducted 491 

Deduction  for  propelling  space  in  steamers 481, 491 

Gross  tonnage  as  basis  of  taxation  considered 489 

How  register  tonnage  should  be  arrived  at 491 

Increase  of  steam  vessels  between  1854  and  1880      480 

Open  spaces  on  decks  considered 484 

Present  basis  for  tonnage  measurement 478 

Proposals  and  suggestions  for  change  in  the  basis 

of  tonnage  system 485 

Recommendations 490 

Representations  of  harbor  and  dock  authorities 

respecting  propelling-power  deduction 481 

System  on  which  tonnage  is,  at  present,  as- 
certained, affirmed  by  commission 489 

Systems  of  tonnage  discussed 488 

Tonnage  laws  not  intended  to  influence  con- 
struction of  ships 485 

Water  ballast 491 

What  gross  tonnage  should  include 490 

British  rules: 

Allowances  for  determination  of  net  tonnage 

under,  discussion  of 74-76 

For  gross  tonnage,  discussion  of 50-51 

Undesirability  of  adopting,  for  Panama 121 

(See  also  British  Board  of  Trade  and  British 
Laws.) 
British  ships,  treatment  of,  regarding  tonnage  cer- 
tificate, when  sold  to  foreign  owners 304 

British,  Suez,  German,  and  American  net-tonnage 

rules,  comparison  of, 79-84 

British  tonnage: 

Certificate  of 303 

Formula  of facing  52 

Rules,  bibliography  on  history  of 166 

(See  also  British  Board  of  Trade,  England  and 
United  Kingdom.) 
British  vessels,  British  Board  of  Trade  instructions 

for  measurement  of 283-307 

Builders'  old  measurement  rules  in  Great  Britain. .       102 

Bulk-cargo  vessel 29 

Burmeister  &  Wain,  statement  of,  regarding  Diesel 

engines 153, 154 

Bush-Sulzer  Bros.,  statement  by,  regarding  cargo 
space  in  Diesel  engined  ship 156 

Canals : 

Administration,  navigation,  operating  rules  of, 
etc.     (See  below.) 

Amsterdam  Canal,  special  regulations  relating  to 
the 569-578 

Kaiser  Wilhelm  Canal,  traffic  regulations  and 
code  of  signals  of  the 515-531 

Louisville  &  Portland  Canal,  regulations  pre- 
scribed by  the  Secretary  of  War  for  the  use, 
administration,  and  navigation  of  the 499-502 

Manchester  Canal,  regulations  and  by-laws  and 
notices  to  mariners  and  pilots  governing  the 
use  of  the 533-554 

Netherlands,  general  regulations  governing  the 

use  of  rivers  and  canals  in  the 555-568 


INDEX. 


581 


Canals — Continued.  Page. 
North  Sea  (Amsterdam)  Canal,  special  regula- 
tions relating  to  the 5C9-578 

St.  Marys  Falls  Canal,  law,  rules,  and  regula- 
tions for  the  government  of 493^497 

Suez  Maritime  Canal,  operating  rules  and  navi- 
gation charges  of  the  (January,  1913) 503-514 

Captains,  responsibility  of,  on  the  Suez  Canal 500 

Carels  Freres  Usines,  statement  by,  regarding  space 

of  Diesel-engined  ship 154,  150 

Cargo,  bulk,  special  ships  for 24 

Cargo  spaces,  effect  of  the  internal-combustion  en- 
gine upon  152-150 

Cargo  tonnage: 

Advantages  and  disadvantages  of,  as  a  basis  for 

canal  tolls 33-35 

An  undesirable  basis 30 

Calculation  of,  not  practicable  as  a  basis  for 

Panama  tolls 35 

Displacement,  and  dead-weight  tonnage 31-41 

Explained 33 

Certificate  of  measurement: 

American 59,  249 

British 52,  300,  306,  308 

German 57,  321,  431,  432 

Officials  who  may  issue  Panama 241 

Panama 241,  facing  242 

Suez facing  54 

Certificates,  tonnage,  issued  to  vessels  in  France, 
England,  and  Germany,  comparative  analysis  of 

the  provisions  of  the 375-381 

Chalkley,  A.  P.,  comparison  by,  between  weight  of 

Diesel  and  steam  engines 155 

Chamberlain,  E.  T.,  acknowledgment  to 217 

Chart,  room,  comparative  analysis  of  rules  for 370 

Chartered  ship 24 

City  of  Dublin  Steam  Packet  Co.  v.  Thompson 132 

Clark,  George  (Ltd.),  statement  by,  regarding  cargo 

space  of  Diesel-engined  ship 154, 150 

Closed-in  spaces: 

Defined  by  Customs  Regulations  of  the  United 

States 49, 180, 181 

Difficult  to  define,  under  national  rules 210 

Measurement  of  (British) 289.  290 

Variations  in  rules  governing 40,  47 

(See  also  Shelter  decks  and  Superstructures.) 
Clyde  Steam  Navigation  Co.,  case  of,  regarding  the 

Bear 168 

Coal  bunkers,  deductions  for: 

Space  occupied  by,  not  always  usable  for  cargo.       147 
Suez  rules  regarding  measurement  of. .  76, 407, 410-411 

Coaling  stations,  effect  of  increase  of 151 

Coastwise    steamer,    illustrations    of,    for    Panama 

Canal  service following  23 

Coastwise  trade  of  the  United  States,  no  tonnage 

taxes  payable  by 118 

Coefficients  of  fineness: 

Comparison  of  vessels  with  reference  to 103 

Ratios  of 37 

Collision  compartments,  how  measured  on  German 

vessels 353 

Commissioners  of  Customs,   antecedent  of  British 
Board  of  Trade 130, 131 


Companion  ways:  Page. 

And  companion  houses,  exemption  of,  under 

■    Panama  Canal  rules 231 

Comparative  analysis  of  rules  for 308 

Comparison  of: 

Gross  tonnage  rules  of  Great  Britain,  the  Suez 
Canal  Co.,  Germany,  and  the  United  States  . .  00-69 

Net  tonnage  rules 79-84 

Constantinople: 

Principles  of  the,  rules 395 

Report  of  the  International  Tonnage  Commis- 
sion at  383-390 

Crew  spaces: 

Comparative  analysis  of  rules  for 309 

Deductions  for,  under — 

American  rules '. 79 

British  rules 75 

German  rules 78 

Panama  rules 237 

Suez  rules 77 

History  of  deductions   for,    in   Suez   measure- 
ments        402 

Net  tonnage  basis  of  tolls,  no  restriction  upon. .       113 

No  restriction  upon,  in  Panama  rules Ill 

Problems  regarding,  in  Merchant  Shipping  Act 

of  1854 109 

Cubic  meters: 

Conversion  of,  into  British  registered  tons  in  Ger- 
many    322,  341 

Tonnage  equivalents  for 304 

Danube.     (See  Danube  rule  and  European  Com- 
mission of  the  Danube.) 
Danube  rule: 

Action  of  Board  of  Trade  regarding,  in  1866 132 

Adopted   by   International  Tonnage   Commis- 
sion        139 

Adopted  by  the  United  States  in  1882 140 

Application  of — 

In  Germany 77 

In  United  States,  Germany,  Great  Britain, 

and  on  the  Suez  Canal 80 

Under  American  regulations 78 

Applied  by  British  Board  of  Trade  in  deduc- 
tions for  propelling  power 75 

Brief  history  of 402 

British  origin  of 136, 137 

Comparison  of,  with  the  percentage  rule 135 

Deductions  allowed  by,  liberal 10 

Fairness  of,  regarding  propelling-power  deduc- 
tions        146 

Followed  in  Panama  and  Suez  rules 203 

Less   favorable   than   percentage   rule   to   oil- 
burning  vessel 147 

Method  followed  in 9 

Much   preferable  to   present    Board   of    Trade 

rule 140 

No  modification  needed  in,  for  vessels  equipped 

with  oil  and  gas  engines 161 

Optional  use  of,  for  certain  vessels  under  Suez 

rules 76 

Origin  of 132 

Recommended  for  Panama 142 

Relatively  fair  as  between  ships 141 

Slightly  different  in  Panama  rule 203 


582 


INDEX. 


Danube  rule — Continued.  Page. 

Somewhat  flexible  since  1904 76 

Three  provisionssupplementingthe,  for  Panama.       142 
(See  also  74,  136-138.) 

Danzig  case,  decision  in  the 170 

Dead-weight: 

Capacity  of  vessels,  increase  in,  by  use  of  inter- 
nal-combustion engines 155 

Cargo  and  displacement  tonnage 31-41 

Tonnage — 

Advantages  and  disadvantages  of,  as  a  basis 

for  Panama  Canal  tolls 39 

Designated 36 

Discussion  of 39-40 

Decimal  equivalents  of  inches 304 

Deck  cargo  spaces: 

Not  measured  in  Germany  as  in  Great  Britain.        56 

Objection  to  British  practice 120 

Provisions  of  the  British  act  of  1876  regarding. .       168 
Treatment  of,  under  Panama  Canal  rules.  212,  214,  232 
Deck  cargoes  act  of  1876,  enactment  of,  in  England .       171 
Deck  loads: 

Exempted  under  American  rules 121 

Panama  rule  for 232  , 

Treatment  of,  under  British  rules 76 

Deck  spaces,  history  of  the  measurement  of,  by  the 

Suez  Canal  Co 397^01 

Deck  to  the  hull,  defined 180, 181 

Decks: 

Comparative  analysis  of  the  measurement  rules 

for  breaks  in 363 

Description  of  (British) 302 

Designation  of 15-21 

Orlop •       23 

Promenade,  on  passenger  steamers 22 

Shade,  on  passenger  steamers 21.  22 

Shelter 15.  21.  22 

Turret 24 

Well 20 

(Sec  also  Ships,  types  of,  and  Tonnage  deck.) 
Deductions: 

Allowed  vessels  not  propelled  by  engines  under 

Panama  Canal  rules 236-23S 

As  discussed  in  report  of  International  Tonnage 

Commission 387 

Comparative  analysis  of  the  provisions  applying 

the  Suez  rules  for 442-444 

For— 

Crew  and  navigation  of  ship  under  German 

rules 78 

Navigation  spaces,  summary  of  laws  for..j  80-S2 
Net  tonnage — 

By  United  States  Navy  for  Suez  Canal 

tonnage  certificates 456-462 

Comparative  analysis  of  rules  for. . .  369-374 

Two  classes  of 73.  77 

(See  also  Net  tonnage  rules.) 
Propelling  power — 

History  and  criticism  of  rules  for. . . .   125-142 
In.  Great   Britain  on   and    after  Jan- 
uary 1.1914 80 

In  Panama  Canal  rules 238-240 

Three  methods  of 9 

(See  also  Machinery   and   Propelling 
power.) 


Deductions — Continued.  page. 

History  of,  in  Suez  measurements 402 

Limit  to,  under  Panama  rules 213 

Xo  space  to  be  deducted  unless  included  in 

gross  tonnage  under  Panama  Canal  rules 241 

Of  above-deck  spaces  under  United  States  act 

of  1895 179,180 

Other  than  for  propelling  power  under — 

American  rules 79 

British  rules 75,  76 

German  rules 78 

Panama  rules 236-238 

Suez  rules 77 

(See  also  Net  tonnage  rules.) 
Principle   of,    not    consistently    carried    out, 

under  Suez  rules 174 

To  determine  net  tonnage,  similarity  of  Panama 

and  Suez  rules  regarding 202 

To  determine  the  net  tonnage  of  vessels  to 
which  the  British,  Suez,  American,  and 
German  measurement  rules  were  applied,  de- 
tails of  the 86-94 

Under  Panama  Canal  rules 236-241 

Deep-load  line 36 

De  Lesseps,  commission  appointed  by,  to  recom- 
mend tonnage  basis 11,  189,  191 

Denmark : 

Limitations  of  deductions  in 128 

Rule  of ,  regarding  propelling-power  deduction.       140 
Depth,  comparative  analysis  of  measurement  rules 

for 358,  359,  361 

Diesel  engine: 

As  applied  to  warships 152 

As  auxiliary  engines 152, 157 

Compared  with — 

Gas  engine 147 

Gas  and  steam  engines 158 

Comparison  of — 

Saving  in  space  by  use  of 155 

Weight  of,  and  space  occupied  by,  with 

steam  engines 152-153, 155 

With  vaporizer  oil  engines 149 

Fuel  spaces  required  by 160 

Important  use  of 156 

Instructive  material  on 217 

No  special  rules  established  by  Lloyd's  Regis- 
try for  151 

Number  of  vessels  fitted  with 147 

Oils  used  in 150, 151 

Prevailing  type  of 149 

Principles  of,  same  in  marine  and  stationary. . .       148 
Reduction  in  engine  room  space  not  always  ef- 
fected by 153 

Ships  now  using 156 

Type  of,  favored  for  marine  work 148 

When  first  put  in  service 147 

Working  of  the,  explained 148 

Diesel,  Rudolf: 

Inventor  of  the  Diesel  engine 147 

On  reduced  fuel  space 154 

Displacement: 

Curve  of  vessels,  how  drawn 37 

Curves  of  U.  S.  battleship  South  Carolina  .opposite  104 


INDEX. 


583 


Displacement — Continued.  Page. 

Tonnage — 

Actual .' 105 

Advantages  and  disadvantages  of,  as  a  basis 

for  Panama  tolls 37-39 

Advantages  of,  as  a  basis  of  tolls  upon  war- 
ships     102-104 

Approximate  fairness  of,  as  a  basis  for  tolls.       103 
Argument  for,  as  a  basis  of  tolls  upon  war- 
ships    100, 101 

Basis  of  tolls  upon  warships 97-106 

Cargo  and  dead- weight  tonnage 31-41 

Discussed  in  report  of  International  Ton- 
nage Commission 385 

Ease  and  certainty  in  the  determination  of.       104 
Explained 36,  37 


Full  load 105 

How  to  obtain 37 

Legal  tonnage  of  British  warships 102 

Light 36,105 

Normal 101, 104-105 

Reasons  for  basing  warship  tolls  upon  ac- 
tual     105-106 

Reasons  for  making  it  the  basis  of  tolls  upon 

warships 99 

Tolls  based  upon,  unfair  as  between  differ- 
ent types  of  merchant  ships 39 

Dock  companies  of  England,  activities  of,  regarding 

propelling-power  deduction  rules 133 

Dock  regulations  on  the  Manchester  Canal 537-541 

Double-bottom  compartments: 

Effect  upon  tonnage  of  using,  for  stowage  of  fuel 

oil 159-160 

Fuel  oil  in 147 

(See  also  Water  ballast.) 
Double-bottom  spaces: 

How  constructed 16 

Treatment  of,  in  measurement  under  Panama 

rules ! 211 

Dues  on  the  Suez  Canal 507 

Engine: 

Builders,  information  from,  regarding  saving  in 
engine-room  space  by  use  of  internal-combus- 
tion engines 152-154 

Rooms,  location  of,  on  German  vessels 354 

(See  also  Machinery  and  Propelling  power.) 
Engines: 

Principal  types  of  internal-combustion 147-150 

(■See  also  Internal-combustion  marine  and  oil 
engines,  Diesel  engines,  Gas  engines,  Oil- 
burning  engines,  Vaporizer  oil  engines.) 
England : 

Comparative  analysis  of  the  provisions  of  ton- 
nage certificates  issued  to  vessels  in  France, 

Germany,  and 375-381 

(See  also  British,  Great  Britain,  and  United 
Kingdom.) 
European  Commission  of  the  Danube: 

Abolishes  the  percentage  rule 138 

Adopts  the  Board  of  Trade  rule 132,  136 

Desire  of,  for  a  universal  system  of  tonnage. . . .       137 
Efforts   of   the,  to   bring  about   international 
tonnage  uniformity 187-188 


European  Commission  of  the  Danube — Continued,    page. 

Membership  of .... '_ 137 

Practice  of,  regarding  measurement  of  vessels. .      188 

Suez  rules  adopted  by 188 

Tariff  issued  by 137,  188 

Unification  of  measurement  rules  brought  to 

attention  of \\ 

Work  of 132,  137 

(See  also  Danube  rule.) 
Exempted  spaces: 

If  used,  must  be  added  to  gross  tonnage  under 

Panama  Canal  rules 232 

Exemptions: 

Above  upper  deck,  under  British  rules,  enu- 
meration of 172 

British  Board  of  Trade  requirements  for 47,  169 

Comparative  analysis  of  the  provisions  apply- 
ing the  Suez  rules  for 438-442 

From  measurement — 
Under — 

American  rules 58, 462 

British  rules 50-51 

German  rules 56 

Panama  Canal  rules 226-232 

Suez  rules 53-55, 176,  412 

Variance  in,  by  different  rules 46 

(See  also  Gross  tonnage,  Shelter  decks,  and 
Superstructures. ) 

Farrer,   Thomas  H.,  testimony  of,   regarding  ship 

measurements 130,  136 

Fees: 

Measurement,  in  Germany 323, 431 

Foreign  registry  of  British  vessels,  provision  for.. . .       302 
Foreign  ships:  " 

Measurement  of  (British) 306-309 

United  States  law  regarding  the  measurement 

of 254,262 

Formula: 

British  tonnage facing  52,  291 

German  measurement 343-345 

France : 

Adoption  by,  of  the  British-measurement  rule 

of  propelling-power  deduction 140 

Commissions  appointed  by,  on  tonnage 188 

Comparative  analysis  of  the  provisions  of  ton- 
nage certificates  issued  to  vessels  in  Eng- 
land, Germany,  and 375-381 

No  maximum  limit  to  deductions  in 128 

Regulation  of  United  States  concerning  meas- 
urement of  vessels  from 262 

Freight  vessels: 

British,  deduction  for  propelling  power  in 74 

Percentage  rule  most  favorable  to,  for  propel- 
ling-power deduction 75 

Standard  type  of,  for  Panama  Canal  service ...        24 
French,    British,   and   German   ship-measurement 

rules,  comparative  analysis  of 355-374 

French  Government: 

Appeal  to,  by  Great  Britain  for  uniform  ton- 
nage rules 188 

Unification  of  measurement  rules  brought  to 

attention  of 11 

French  surveyors,  comparative  analysis  of  the 
provisions  applying  the  Suez  rules  for  the  meas- 
urement of  vessels  by  English,  German,  and...  433^444 


584 


INDEX. 


Fuel:  Page. 

Determining  factors  of,  for  internal-combustion 

engines 145 

Relative  spaces  for  coal  and  oil 147 

Fuel  oil  compartments,  treatment  of,  under  Panama 

Canal  rules 239,  241 

Fuel  oils: 

Conclusions  of  Paul  Rieppel  regarding 150 

Effect  upon  gross  and  net  tonnage  of  using 

double  bottoms  to  stow 159-160 

Factors  controlling,  in  vessels  equipped  with 

internal-combustion  engines 160 

In  internal-combustion  oil  engines 150-152 

Sold  at  a  wide  range  of  ocean  fuel  stations 151 

Space  for 151 

Statement  of  J.  T.  Milton  regarding 151 

■Where  carried 24 

Fuel  spaces: 

Comparison  of  rules  for 134-136.  140-142 

Deductions  for,  under — 

American  rules 78.  79 

British  rules 74,  75 

German  rules 77 

Panama  rules 211.  213 

Suez  rules 76 

Diesel  engine  requirements  for 160 

Reduction  of,  on  merchant  vessels 154 

(See  also  Machinery  and  Propelling  power.) 

Gas  and  oil  engines,  propelling-power  deductions  for 

vessels  equipped  with 14:3-162 

Gas  engines: 

Advantages  and  disadvantages  of 157 

Classification  of 157 

Comparison  of,  with — 

Internal-combustion  oil  engines 158 

Steam  and  Diesel  engines  as  regards  weight 
of  machinery   and   space   occupied   by 

machinery  and  fuel 158 

Extent  to  which  used 158 

Must  have  a  producer  plant  on  large  ships 157 

No  modification  advisable  at  present  in  Dan- 
ube rule  for  vessels  equipped  with 161 

Require  less  coal -bunker  space 159 

Special  interest  of  English  engineers  in  the  con- 
struction of 158 

German,    French,   and    British   ship-measurement 

rules,  comparative  analysis  of 355-374 

German  Government: 

Instructions  to  delegates  of,   to  International 

Tonnage  Commission 192 

Technical  directions  issued  December,  1908,  by 
the,  to  the  ship-measurement  boards  concern- 
ing the  execution  of  the  ship-measurement 

ordinance  of  March  1,  1895 347-354 

German  Government,  instructions  of  the,  for  the 
application  of  the  Suez  rules  to  the  measurement 

of  vessels 427-432 

Engine  and  boiler  rooms,  deductions  for,   in 

Germany,  for  Suez  Canal  certificates 430—131 

Measurement  certificates  and  fees 431,  432 

Net  tonnage,  determination  of 430 

Spaces  to  be  included  in  and  exempted  from 
gross  tonnage 429-430 


German   Government,   ship  measurement  instruc-    page. 

tions  issued  by,  March  26, 1895 329-346 

Certificates  of  measurement,  formula  for 343-345 

Cubic  meters,  conversion  of,  into  British  reg- 
istry tons 341 

Gross  tonnage,   measuring   of   superstructures 

and  of  spaces  to  be  deducted  from 340 

Measurement — 

Certificates,  illustration  of 343-345 

Forms  to  be  submitted  to  the  Bureau  of 

Registry 342 

Instruments  used  by  the  German  Govern- 
ment   332,  333 

Of  vessels,  plates  illustrating following  345 

Regulations,  general 333 

Tonnage — 

Calculating  the 341 

Deck,  measurement  of 337-339 

German  rule,  why  so  called 132 

German  rules: 

Deduction  of  space  for  propelling  power  in  the.        74 
History  of  the  treatment  of  spaces  in  super- 
structures and  under  shelter  decks  in  the. .   176-178 
Objections  to  adopting  the,   for  the   Panama 

Canal 119-120 

German,  Suez,  British,  and  American  neHonnage 

rules,  comparison  of , 79-84 

German  surveyors,  comparative  analysis  of  the  pro- 
visions applying  the  Suez  rules  for  the  measure- 
ment of  vessels  by  English,  French,  and 433-444 

German  tonnage  certificate 57 

(See  also  Germany.) 
Germany : 

Adoption  of  present  measurement  rules  in 177 

Adopts  the  British  measurement  rule  of  pro- 
pelling-power deduction 140 

Application  of  Danube  rule  in.  1 77 

Certificates  of  registry  in,  do  not  include  actual 

earning  capacity  of  vessels 118 

Comparative  analysis  of  the  provisions  of  ton- 
nage certificates  issued  to  vessels  in  France, 

England,  and 375-381 

Comparison  between,  and  the  Suez  Canal  Co., 
United  Kingdom,  and  the  United  States  re- 
garding treatment  of  superstructures  and  shel- 
ter-deck spaces 182-183 

Establishment  of  uniform  tonnage  rules  in 177 

Great  Britain,  the  Suez  Canal  Co.,  and  the 
United  States,  comparison  of  the  gross  ton- 
nage' rules  of 60-69 

Gross  measurement  rules 56-57 

Illustrations    for    the    measurement    of    ships 

following  354 

Measurement  rules  of,  similarity  of,  with  those 

of  Great  Britain 176,178 

Net-tonnage  rules  of 77-78 

Germany,  the  ship  measurement  ordinance  of.. .  311-327 

Closed-in  spaces,  measurement  of 318 

Crew,  arrangements  for 319,  324-327 

Gross  tonnage — 

Deduction  from 319 

Spaces  included  in 318 


INDEX. 


585 


Germany,  the  ship  measurement  ordinance  of — Con .    page. 
Measurement — 

Abbreviated  method  of 320 

Certificates,  preparation  of 321 

Complete  method  of 316-319 

Fees 323 

Measuring  authorities 321 

Propelling  power,  deduction  for 319 

Vessels  without  decks,  measuring  of 320 

Water-ballast  spaces 317-319 

(See'also  German  Government.) 
Government  of  canals.     (See  Canals.) 
Gray,  Thomas,  testimony  and  activities  of,  regard- 
ing ship  measurement 130-133 

Great  Britain: 

Enters    into    reciprocal    tonnage    agreements 

with  other  nations 190-191 

Gross  tonnage  rules  of 50,  51 

History  of  the  treatment  of  spaces  in  super- 
structures and  under  shelter  decks  in  the 

measurement  rules  of 166-172 

Negotiations  concerning  uniform  tonnage  rules 
between,  France,  and  other  countries,  1862- 

1870 188-189 

No  petroleum  fields  in 158 

Refuses  to  amend  her  Merchant  Shipping  Act 

of  1854 193 

Suez   Canal   Co.,   Germany,   and   the   United 
States,  comparison  of  the  gross  tonnage  rules 

of 60-69 

(See  also  British  Board  of  Trade,  United  King- 
dom, and  England.) 
Great  Lakes  Engineering  Works,  statement  by,  re- 
garding Diesel  machinery 154, 156 

Greece: 

Limitation  of  deductions  in 127 

Propelling-power  deductions  in 128 

Gross  and  net  tonnage: 

Dissimilarity  of  ratio  of,  under  laws  of  different 

countries 84-85 

Of  eight  steamers  as  determined  by  British, 

American,  and  Suez  measurement  rules 83 

Of  two  German  steamers  as  determined  by  the 
German,  American,  and  Suez  measurement 

rules 84 

Gross  tonnage: 

Additional  allowances  for,  under  British  rules.         75 

And  its  measurement 43-69 

As  a  measurement  basis,  effect  of Ill 

As  the  basis  of  Panama  tolls,  main  arguments 

favoring 112 

Does  not  include  entire  closed-in  capacity  un- 
der American  rules 121 

Laden  ships — 

.British  rule 278 

German  rule 340 

Panama  Canal  rule 235,  236 

Suez  rule 409 

United  States  Navy's  method 452 

Largest  deduction  from 145 

Largest  deductions  for,  under  British  rules.  ...         74 

Measurement  laws,  general  basis  for 46 

Steamers  measured  by  British,  Suez,  and  Amer- 
ican rules  for 60-62 

61861°— 13 38 


Gross  tonnage — Continued.  page. 
Two  German  steamers  measured  by  Suez,  Ger- 
man, and  American  rules  for 63 

Should  include  entire  closed-in  capacity 120 

Spaces  included  in,  by  the  Suez  rules 54 

Spaces  included  in,  for  Suez  Canal  certificate, 
as  prescribed  by  the  United  States  Navy. . .  54, 463 

Two  general  categories  of  deductions  for 73 

Variance  as  to,  for  vessels  of  identical  construc- 
tion         73 

Variation  in,  when  measured  by  different  rules.       8,  9 
Gross  tonnage  rules: 

Basis  of  present,  in  the  United  States 179 

Of— 

Germany 56,  57 

Great  Britain 50,  51,  284-293 

Great  Britain,  the  Suez  Canal  Co.,  Ger- 
many, and  the  United  States,  comparison 

of  the 60-69 

Panama 225-236 

Suez 47,  53-55, 407-409, 421-123 

United  States 58,  59, 249 

Harbors,  rivers,  and  canals,  regulations  governing 

the  use  of,  in  the  Netherlands 558-567 

Hatches,  comparative  analysis  of  rules  for  exemption 

of 365,369 

Hatchways: 

Cubical  contents  of,  under  Panama  Canal  rules.      231 

Exemption  of,  in  United  States  act  of  1909 180 

Measurement  rules  regarding,  identical 171 

Treatment  of,  under  Merchant  Shipping  Act 

of  1854 171 

Hay-Pauncefote  treaty: 

Discrimination  among  nations  not  allowed  by 

the  provisions  of  the 117 

Prevents  tolls  upon  tonnage  in  national  registry 

certificates 112 

(See  also  46,  86,  106,  110,  119,  121.) 
Hibbs,  Frank  W.,  steam  schooners  described  by .  . .        29 
Holland,  adoption  of  the  British  measurement  rule 

of  propelling-power  deduction  by 140 

Holzapfel  Marine  Gas  Power  Syndicate  (Ltd.),  state- 
ment of,  regarding  the  marine  gas  engine 159 

Imperial    Bureau    of    Registry,    interpretation    of 

rules  by 178 

Internal-combustion  gas  engine,  the 157-159 

Internal-combustion  marine  engines: 

Bibliography  on 220 

Compared  with  gas  engines 158 

Effect    of   the,   upon  propelling-power  spaces 

and  spaces  available  for  cargo 152-156 

In  early  stages  of  development 154 

Less  space  required   by,   than  marine  steam 

engines 160 

Many  factors  of  uncertainty  in  future  develop- 
ments of 162 

More  liberal  treatment  of  vessels  equipped  with, 

justifiable 162 

No  extended  use  of,  on  large  deep-sea  vessels. .       161 
No  modification  advisable  in  Danube  rule  for 

vessels  equipped  with 161 

Reduce  propelling-power  and  fuel  spaces 152-154 


586 


INDEX. 


Internal-combustion  marine  engines — Continued.      page. 

Saving  in  weight  of  fuel  by  the  use  of 155 

Specific  tonnage  question  applicable  to  use  of.       159 

Use  of,  increases  available  cargo  space 155 

(See  also  Diesel  engine.) 
Internal-combustion  oil  engines: 

Fuel  oils  in 150-152 

Preferable  to  gas  engine  for  marine  service 158 

Vessels  with 147-150 

International   Conference  at   Constantinople,    pre- 
liminaries to  the 393 

International    Institute    of    Statistics,    action    by, 
1889-1891,    regarding    statistics   of   international 

vessel  movements 194 

International  rules  for  measurement,  lack  of  uni- 
formity in 119 

International  system  of   measuring  tonnage,   brief 

history  of 394 

International  tonnage : 

British  memorandum  regarding 304,  305 

Comparative  analysis  of  the  provisions  for  cer- 
tificates of 378 

International  Tonnage  Commission: 

Commercial  countries  of  the  world  do  not  adopt 

the  rules  prescribed  by  the 139 

Difference  in  rules  formulated  by,  regarding 

superstructures  and  above-deck  spaces 173 

Efforts  of,  toward  international  uniformity  in 

tonnage  and  measurement 191-193 

Governments  represented  in 138 

Leading  member  of 193 

Panama     rules   to   carry    out    the    principles 

announced   by 197 

Report  of  the 383-390 

Why  convened 11.  191 

International  tonnage  uniformity: 

A  basis  for 196-197 

And   measurement:   past  efforts,   future  possi- 
bilities    185-197 

Desirable 10, 11, 12 

Importance  of 187 

Most  effective  method  of  inaugurating 197 

Necessary  steps  for 19C 

Suez  and  Panama  principles  the  bases  for 196 

Isabella  case,  decision  in  the 14, 134, 169-170 

Italy,  limitation  of  deductions  in 127 

Japan: 

Adopts  the  British  measurement  rule  of  pro- 
pelling-power deduction 140 

Limitation  of  deductions  in 127 

Kaiser  Wilhelm  Canal,  traffic  regulations  and  code 

of  signals  of  the 515-531 

Code  of  signals 518-531 

Complaints 527 

Entering  and  passing  through  the  locks 520 

General  police  regulations 527 

General  prohibitions 523 

General  rules 517-519 

Leaving  the  canal 525 

Passage  through  the  canal 520-523 

Preparation  for  the  canal  trip 519-520 


Kaiser  Wilhelm  Canal— Continued.  page. 

Rules  for  towing  vessels. 525-527 

Special  provisions 524 

Kuhl,  Mr.,  statement  of,  regarding  Danube  rule 136 

Last,  original  unit  of  tonnage  in  Germany 176 

Length: 

Comparative  analysis  of  the  measurement  and 

division  of 357 

How  taken  oil  British  vessels 276,  288 

Light  and  air  shafts: 

Calculation  of  length  of.  on  German  vessels 353 

Comparison  of  laws  for  deductions  of 82 

Computation  of  (U.  S.) 267 

No  manipulation  of,  under  Panama  rules 203 

Responsibility  of  percentage  rule  for  increasing 

volume  of 134 

Treatment  of,  under — 

American  rules 79 

British   rules 170-171 

German  rules 77-78 

Panama  Canal  rules 203,211,212,231 

Suez  rules 174,  176,  203 

Lloyd's  Soci?ty: 

Chief  engineer  surveyor  of  — 

On  future  development  of  the  marine  gas 

engine 158 

Statement  of,  regarding  Diesel  engines 151 

No  rules  established  by,  regarding  fuel  tanks  on 

vessels  equipped  with  Diesel  engines 151 

London  and  North  Western  Railway  Co.,  conten- 
tion of,  in  the  Isabella  case 169 

Louisville  and  Portland  Canal,  regulations  pre- 
scribed by  the  Secretary  of  War  for  the  use,  ad- 
ministration, and  navigation  of  the 499-502 

Lumber  trade,  Pacific,  vessels  for 29 

Lusitania,  decks  on 23 

McAllister,  C.  A.,  system  of  toll  basis  proposed  by . .         40 
Machinery: 

Comparative  analysis  of  rules  for 367, 36S,  370 

History  and  criticism  of  rules  for  deduction  of 

spaces  fur 125-142 

(See  also  Propelling  power.) 
Manchester  Ship   Canal,   regulations  and  by-laws 
and  notices  to  mariners  and  pilots  governing  the 

use  of  the 533-554 

By-laws  for  regulating  the  passage  of  vessels 
through  the  estuary  locks,   and  across  the 

canal 541-542 

Foreign-animal  traffic  in  the  harbor  and  port  of 

Manchester 548 

Navigation  and  dock  regulations 537-541 

Notices  to  mariners  and  pilots 548-554 

Permit  for  the  use  of  fire  on  vessels 546 

Pilotage  by-laws  and  certificate 543-545 

Regulations  for  the  use  of  fires  and  naked  lights 

for  the  repair  of  vessels  in  the  docks 545-547 

Regulations  for  vessels  carrying  petroleum 547 

552-554 

Schedule  of  signals 541 

Table  of  distances 535-536 


INDEX. 


587 


Marine  engines:  Page. 

Fuel  requirements  of 141 

Internal  combustion,  bibliography  on 220,  221 

Present  rapid  development  of 145 

(See  also  Internal-combustion  marine  and  oil 
engines,   Oil  burning  engines,  Vaporizer  oil 
engines,  Diesel  engines,  and  Gas  engines.) 
Marine    internal-combustion    oil    engines,    present 

use  of 156-157 

Mariners  and  pilots,  notices  to,  issued  by  Manchester 

Ship  Canal 533-554 

Measurement: 

Abbreviated  method  of,  in  Germany 340 

And  tonnage — 

International  uniformity  in:   past  efforts, 

future  possibilities 185-197 

Of  vessels  to  which  the  British,  Suez,  Amer- 
ican, and  German  measurement  rules 
were    applied  in   the  determination   of 

gross  tonnage,  details  of  the 63-69 

British   Board  of  Trade  regulations  regarding 

exemption  from . 290 

Certificates — 

British 52,  300,  306,  308 

Germany 57,  321,  431, 432 

Panama  Canal 241 

Suez  Canal : facing  54 

United  States 59,  249 

Codes,  dissimilarity  in 46 

Comparative  analysis  of  methods  of 357-364 

Decimal  equivalents  for  inches 304 

Fees  in  Germany  for  Suez  Canal  certificates. . .       429 

Formula  for  recording  (British) 291,  292 

Instructions  issued  by  German  Government, 

March  26,  1895 329-346 

Instruments  used  in  British  measurement. .. .       291 

International  unity  of,  basis  of 73 

Ordinance  of  Germany -. . . .  311-327 

Spaces  exempt  from,  comparative  analysis  of 

rules  for 365-369 

Tonnage  equivalents  for  cubic  meters 304 

Unit,  original,  in  Germany 176-177 

(See  also  British  laws,  Germany,  Measurement 
laws,  Navigation  laws  of  the  United  States, 
Suez  Canal  Co.) 
Measurement  of  vessels: 

British  Board  of  Trade — 

Instructions  concerning  application  of  Suez 

rules 419-425 

Instructions  relating  to  the 281-310 

British  laws  concerning  the 269-279 

Comparative  analysis  of  the  provisions  applying 
the  Suez  rules  for  the,  by  French,  English, 

and  German  surveyors 433-444 

Distinction  between  exemption  and  deduction 

in  the 46 

First  customs  act  of  Parliament  regarding 166 

German  instructions  for 329-346 

Illustrations  for,  in  Germany following  354 

Instructions  of  the  German  Government  for  the 

application  of  the  Suez  rules  to  the 427-432 

Of  the  United  States  Navy  for  tonnage  certifi- 
cates used  in  navigation  of  the  Suez  Maritime 
Canal,  instructions  and  regulations  relating 
to  the 44.5-473 


Measurement  of  vessels — Continued.  page. 

Prior  to  1854 45 

Purpose  of  report  on 5 

Regulations  of  the  United  States  concerning 

the 255-268 

Suez  Canal  Company's  rules  for  the 405-412 

Technical  directions  for,  in  Germany 347-354 

United  States  rules  and  regulations  concern- 
ing  255-268 

Using  Suez  Canal,  history  of  the 391-404 

Measurement  rules: 

A  chief  difference  in 21 

As  discussed  in  report  of  the  International  Ton- 
nage Commission 387 

Cause  of  dissimilarity  in 165 

Difference  in,  regarding  deductions 165 

First  appearance  of 166 

Lack  of  uniformity  in .• 165 

Originated  by  G.  Moorsom 129 

Panama  Canal 223-242 

Formulation  of,  two  large  problems  con- 
nected with 8 

General  principle  adhered  to  in  drafting. .       109 

Main  features  of  the 207-214 

Necessity  for  special 7, 115-124 

Not  to  hamper  commerce 110 

Requirements  for 110 

Unification  of,  needed 117 

Merchant  marine,  how  favored  in  determination  of 

net  tonnage 85 

Merchant  vessels: 

German  maritime  statutes  concerning  nation- 
ality of 324 

Net  tonnage  the  basis  of  Panama  tolls  on. . .   107-114 
To   provide   themselves   with   Panama   Canal 

certificates 209 

(-See  also  Ships  and  Vessels.) 

Milton,  J.  T.,  statement  of,  regarding  fuel  oils 151 

Moorsom,  G.: 

Measurement  system  originated  by 129, 130 

Originator  of  rules  for  determining  gross  ton- 
nage         45 

Moorsom's  measuring  apparatus,  description  of..  305,306' 
Moorsom  system: 

Adopted  by  the  United  States 58 

Adoption  of,  and  acceptance  of  tonnage  certifi- 
cates   189-191 

As  applied  in  Great  Britain  and  Germany 55 

For  measuring  vessels,  American  statute  regard- 
ing        190 

Panama  rules  regarding  measurement  by 212 

Prescribed  for  Panama  Canal 232 

Moorsom  ton: 

Adopted  as  unit  of  measurement  by  Interna- 
tional Tonnage  Commission 386 

And  the  Moorsom  measurement  system,  nations 

that  have  adopted  the 189 

The  first  step  toward  international  unification 

of  tonnage  rules  and  practices 190 

Universality  of,  in  vessel  measurement 202 

Motor  boats,  tonnage  measurement  of  (British). . ..       301 

National  registry  of  tonnage,  not  possible  to  accept 
certificates  of,  for  Panama  measurement 113 


588 


INDEX. 


National  registry  rules,  desirability  of  uniformity    Pase- 

in 110 

(See  also  International  tonnage  uniformity  and 
Uniformity.) 
Nations,     method     followed    for    propelling-power 

deductions  in  various 128 

Naval  vessels: 

American,  range  of  block  coefficients  of  selected 

representatives  of  different  types  of 103 

Displacement  tonnage  for,  a  basis  in  all  coun- 
tries        102 

No  general  measurement  of,   by  the  United 

States  Navy  Department 99 

Tolls  on,  using  the  Panama  Canal 5 

Navigating,  comparative  analysis  of  rules  for  spaces 

used  in 368,  370 

Navigation: 

Charges  and  regulations  of  canals.     (See  Canals.) 
Deduction  of  spaces  used  for.    (See  Deductions.) 
Exemption  of  spaces  used  for.     (See  Exemp- 
tions.) 
Spaces,  net  tonnage  basis  of  tolls,  no  restriction 

upon 113 

Summary  of  laws  for  deductions  for 80, 82 

Navigation  laws  of  the  United  States 247-254 

Crew  accommodations,  designation  of 252 

Deck  houses 250 

Decks,  tonnage  of 251 

Fishing  vessels 252,263 

Hatchways 251 

Measurement  of  foreign  vessels 254 

Net  tonnage,  deductions  for 251-253 

Open  vessels 251 

Pilot  boats 252,  263 

Propelling  power,  deductions  for 253,  263 

Sailing  vessels,  deduction  for  net  tonnage  in.  252,  263 

Steamboats  upon  the  Mississippi  River 252,  263 

Tonnage,  gross 249 

Vessel,  registry  of,  how  determined 249 

Vessels  exempt  from  measurement 254 

Water  ballast,  measurement  of  space  for 251 

Yachts 252 

(See  also  American,  Measurement  of  vessels,  and 
United  States.) 
Net  and  gross  tonnage : 

Dissimilarity  of  ratio  of,  under  laws  of  different 

countries 84-85 

Of  eight  steamers  as  determined  by  the  British, 

American,  and  Suez  measurement  rules 83 

Of  two  German  steamers  as  determined  by  the 
German,  American,  and  Suez  measurement 

rules 84 

Net  tonnage: 

A  world-wide  basis  for  charges  upon  shipping..       114 
As  the  basis  of  Panama  tolls,  summary  of  rea- 
sons for  adopting 112-114 

Deductions  for,  as  prescribed  by  United  States 

Navy  for  Suez  Canal  certificates 464 

Defects  of,  as  the  basis  of  tolw  upon  warships.   100-102 

Definition  of 73 

Determination  of,  under  Panama  rules 212 

Difference    in,    under    British   and    American 
rules 78 


Net  tonnage — Continued.  Page. 

Figures  at  foreign  ports,  method  for  facilitating.       190 

How  ascertained 73 

Imperative  as  a  basis  for  Panama  tolls 113 

Justification  of,  as  a  basis  for  Panama  tolls 114 

Larger  by  Suez  than  by  American  rules 82 

The  basis  of — 

Charges  and  taxes  upon  shipping 112 

Charges  in  United  States  since  1882 179 

Panama  tolls  on  merchant  ships 107 

Variance   in,    for   vessels  passing  through  the 

Suez  Canal 86 

Variation    in,    under    different    measurement 

rules 8 

(See  also  pp.  71-94.) 
Net-tonnage  rules: 

American 78-79,  251-254, 262-268 

British 74-76, 274, 275,  278-279,  294-299 

British,   Suez,  German,  and  American,   com- 
parison of 79-84 

German 77-78,  319-320,  340,  352-354 

Panama 236-241 

Suez  Canal  Co....  47,  76-77, 410-412, 423-425,  430-431 
Netherlands,  general  regulations  governing  the  use 

of  rivers  and  canals  in  the 555-568 

Canals  and  harbors,  special  provisions  for  the 

use  of 565-567 

Conservation  of  the  canals  and  whatever  be- 
longs thereto,  provisions  for  the 567 

Enforcement  of  these  regulations  and  the  special 
regulations  and  penalties,  provisions  relating 

to  the 567-568 

Final  stipulations 568 

General  provisions 557 

Government  works,  provisions  respecting 567 

Rivers,  canals,  and  harbors,  provisions  respect- 
ing the  use  of 558-562 

Rivers,  special  provisions  relative  to  the  use 

of 563-565 

New  measurement  law  of  England 166, 167 

New  York,  port  of,  practice  at,  regarding  closed-in 

spaces 49 

Night  transit  on  the  Suez  Canal 510 

North  Sea  (Amsterdam)  Canal,  special  regulations 

relating  to  the 569-578 

Captains,  instructions  to 573,  575,  576 

Damage  to  canal  works 578 

Inflammable  goods,  regulations  regarding  trans- 
portation of 576 

Loading  and  unloading  regulations 576 

Order  of  vessels  passing  through  canal 575 

Penalties  for  infringement  of  regulations 578 

Signals 574-575 

Speed  of  vessels 577 

Towage 577 

Vessels  that  may  use  canal 572 

Waters  to  which  regulations  apply 571 


Ocean  freight  steamers: 

Early  development,  of 

Number  of  decks  on 

Ocean  freight  traffic,  difficult  to  work  out  classifica- 
tion of 


19 


35 


INDEX. 


589 


Oil:  Page. 

Advantage  of,  over  coal  lessened 152 

For  fuel,  classification  of  vessels  using 146 

Substitution  of,  for  coal 145 

Oil  and  gas  engines,  propelling-power  deductions 

for  vessels  equipped  with 143-162 

(See  also  Diesel  engines.  Internal-combustion 
oil  engines,  and  Internal-combustion  marine 
engines. ) 

Oil-burning  marine  steam  engines: 

,          Bibliography  on 220 

Compared  with  coal-burning  engine 147 

No  modification  advisable  in  Danube  rule  in 

vessels  equipped  with 161 

Oil-burning  steamship: 

Advantage  of,  over  coal-buming  steamship. . . .  156 

Less  favored  by  the  Danube  rule 147 

Relation  of  fuel  space  in,    to   application  of 

Danube  rule 146 

Relative  fuel  space  in 147 

Oil-carrying  steamers 24 

Oil  stations,  probable  increase  of 155 

Open  spaces: 

Definition  given  to,  by  Suez  Canal  Co 53-54 

Variations  in  rules  governing 46 

Open  vessels: 

Decision  regarding,  by  high  court  of  justice  ...  9,  21 

German  designation  of 334 

Openings,  comparative  analysis  of  rules  for 366 

Ottoman  Government: 

Call  of  Tonnage  Commission  by 138 

Concession  by,  to  the  Suez  Canal  Co 138 

International  Tonnage  Commission  called  by. .  192 

Pacific    Mail    Steamship    Co.,    latest    vessels    of, 

equipped  to  burn  oil 146 

Paddle-wheel  steamers,  British  rule  regarding  pro- 
pelling-power space  in 128 

Pan  American   Conference,   1890,   consideration  of 

tonnage  and  shipping  charges  by ' 194 

Panama,  annuity  payable  to  Republic  of 34 

Panama  and  Suez  measurement  rules,  comparison  of 

the 199-206 

Based  upon  the  same  general  principles 201 

Differences  in  the 203-206 

Similarities  of  the 201-203 

Variations  in,  cause  of 201 

Panama  Canal: 

Administrative    problem    regarding    measure- 
ment rules 113 

Brief    summary    why    existing    measurement 

codes  should  not  be  adopted  for  the 7 

Importance  of  sound  principles  in  fixing  tolls 

for  use  of 109 

Influences  controlling  the  charges  upon  and 

revenues  from 118 

National  and  Suez  measurement  rules  not  satis- 
factory for 117 

No  delay  at,  for  measurement  of  vessels 110 

Objections  to  adopting  the — 

British  or  German  measurement  rules  for 

the 119-120 

Existing  American  measurement  rules  for 
the : 120-121 


Panama  Canal — Continued.  page. 

Opening  of,  favorable  time  for  efforts  toward 

unification  of  tonnage  and  measurement  rules.       187 
Operation  of,  made  easier  by  permanent  bases 

of  measurement  and  tonnage  rules 109 

Provision  for  measurement  of  vessels  at  the 214 

Reasons  for  not  making  measurement  rules  for, 

the  same  as  the  Suez  rules 121-124 

Special    legal    and    political    reasons    against 
adopting  any  one  of  the  codes  of  national 

measurement  rules  for  the 121 

Tonnage  certificates,  measurement  officials  au- 
thorized to  issue 213 

Tonnage  rules  of,  and  Suez  Canal  ought  to  be 

identical 121 

Panama  Canal,  rules  for  the  measurement  of  vessels 

for  the 223-242 

Actual  displacement  of  warships  to  be  deter- 
mined, and  to  be  expressed  in  tons  of  2,240 

pounds 242 

All  vessels  to    present  tonnage  document   at 

canal 225 

Army  and  Navy  transports,  definition  of — 

"Passengers"  on 232 

Stores  and  cargo  carried  on 236 

Boatswain's  stores 237 

Certificate 241 

Commander  of  each  warship  to  exhibit  vessel's 

displacement  scale  and  curves 242 

Companionways   and    companion   houses,    ex- 
emption of 231 

Crew  spaces,  deductions  for 237 

Deck  cargo  spaces,  treatment  of : 232 

Deducted  spaces,  if  used,  must  be  added  to  net 

tonnage .' 241 

Deductions — 

For  vessels  not  propelled  by  engines 23H-238 

For  vessels  propelled  by  engines 23S-241 

From  the  gross  tonnage  to  ascertain  the  net 

tonnage 236-241 

Donkey  engine  and  boiler  spaces 237,  238 

Double-bottom  compartments 238, 239 

Empty  vessels 233-235 

Engine  room,  designation  of  space  occupied  by, 

and  cubical  a  mtents  of 239 

Exempted  spaces,  if  used,  must  be  added  to 

gross  tonnage 232 

Exemptions 226-232 

Gross  tonnage 225-236 

Of    empty    vessels,    rules    for  measuring 

the  ... ." 233-235 

Of  laden  ships,  rule  for  measurement  of. .  235-236 

What  shall  be  included  in 225 

Hatchways,  cubical  contents  of 231 

Hospital  ships 237 

Laden  vessels 235,  236 

Light  and  air  spaces,  exemption  of 231 

Marking,  and  use  of  exempted  spaces 238 

Measurement  of  cubical  contents  to  be  by  Moor- 

som  system 232 

Moorsom  system  prescribed 232 

Navigation  of  ship,  spaces  for 237 

No  arbitrary  maximum   limit    to  be  fixed   for 
general  deductions 238 


590 


INDEX. 


Panama  Canal,  etc. — Continued.  Page. 

No  space  may  be  deducted  unless  included  in 

gross  tonnage 241 

Officials  that  may  measure  vessels  and  issue  cer- 
tificates        241 

Open  vessels,  rule  for  measurement  of 236 

Passageways,  deduction  for 237 

Passengers,  spaces  available  for,  not  to  be  ex- 
empted        232 

Permanently    covered    and    closed-in    spaces, 

what  shall  be  considered  as 225 

Propelling  power,  deductions  for 238-240 

Rule  for  determining  displacement  of  a  warship 
not   supplied  with   displacement   scale  and 

curves 242 

Rules  applying  to  vessels  of — 

Commerce,  Army  and  Navy  transports,  col- 
liers, supply  ships,  and  hospital  ships.  225-236 
War  other  than  Army  and  Navy  transports, 
colliers,      supply     ships,    and    hospital 

ships 241-242 

Shaft  trunk,  measurement  of 240 

Shelter  decks,  treatment  of 225,  226,  230-232 

Skylights,  exemption  of 232 

Spaces  exempted  from  measurement,  and  gross 

tonnage ., 226-232 

Superstructures,  treatment  of 225,  226-232 

Tolls  upon  warships  shall  be  levied  upon  actual 

displacement  upon  arrival  at  canal 241 

Tonnage  certificates — 

Issuance  of 241 

May  be  corrected 241 

Tonnage  classes 233 

Tonnage  openings 231,  239 

Transverse  area,  how  determined 234 

Vessels — 

Designated  as  ''supply  ships"   and   "col- 
liers " 225 

With  a  "trunk"  or  "turret" 225 

With  fixed  bunkers 240 

Without  fixed  bunkers 239 

War  ships — 

Actual  displacement  of 242 

Defined 241 

Measurement  rules  for 241-242 

To  anchor  at  station  designated  for  deter- 
mination of  draft 242 

To  present  duly  authenticated   displace- 
ment scale  and  curves 242 

Water-ballast  spaces 231, 238 

Panama  measurement  rules: 

Administration  of,  easy  and  simple 110 

An  advance  over  present  tonnage  rules 166 

As  compared  with  national  and  Suez  rules 165 

Basic  principles  of 73 

Construction  of  best  types  of  ships  not  hindered 

by Ill 

Designation  of  permanently  covered  or  closed- 
in  spaces  in 22S-231 

Desirability  of  permanency  of Ill 

Discriminations  between  vessels  reduced  to  a 

minimum  in Ill 

Factors  controlling  the  formulation  of 74 

Foreign  instructions  regarding,  not  necessary.  .         10 
Importance  of  universal  interpretation  of 10 


Panama  measurement  rules — Continued.  Page. 

Main  features  of 207-214 

Measurement  officials  authorized  to  issue 

Panama  Canal  tonnage  certificates 213 

Principles  upon  which  the  rules  are  based .  209 
Rules  for  determining  the  actual  displace- 
ment of  vessels  of  war  other  than  Army 
and    Navy   transports,    colliers,    supply 

ships,  and  hospital  ships 214 

Spaces — 

Deducted  from  gross  tonnage 212 

Exempted    from,    and    included    in, 

measurement 210 

Specific  guidance  to  admeasurers  by 210 

Vessels  to  which  the  rules  apply 209 

Necessity  for  special 115, 124 

Principle  adhered  to,  in 165 

Principles  controlling 95-214 

Unification  of,  with  Suez  rules,  not  difficult. .  73, 124 
Panama  tolls: 

National  registry  figures  of  vessels  not  a  correct 

measurement  basis  for 86 

Natural  and  logical  basis  for 34 

Necessity  of  levying,  without  discrimination..  113 
On  merchant  ships,  net  tonnage  the  basis  of. .   107-114 

Ought  to  be  sufficient  to  cover  current  expenses.  34 

Rate  of 5 

Special  principles  to  be  observed  in  determin- 
ing the  tonnage  basis  of 109 

Summary  of  reasons  for  adopting  net  instead  of 

gross  tonnage  as  the  basis  of 112-114 

Theoretical  basis  for 6 

Variableness  of 118 

(See  also  Tolls.) 
Parliament- 
Friendly  to  shipowners  in  keeping  tonnage  low.  168 
Rejection  by,  of  Constantinople-Suez  tonnage 

rules 195 

Passageways: 

Comparative  analysis  of  rules  for  deduction  of. .  370 

Exemption  of,  under  Panama  Canal  rules 231 

Passenger  dues  on  the  Suez  Canal 507 

Passengers,  spaces  available  for,  not  exempted  under 

Panama  Canal  rules 232 

Peak  tanks,  use  of 24 

Percentage  rule: 

Comparison  of,  with  the  Danube  rule 135 

Discriminations  under 119 

Engine-room  space  unnecessarily  increased  by.  141 

Excess  of  power-deduction  spaces  under 135 

Followed  by  Great  Britain  since  1854 128 

How  incorporated  into  the  Merchant  Shipping 

Act  of  1854 130 

Main  objections  to,  enumerated 134 

Most  favorable  to  freight  ships 75 

No  fair  average  deduction  for  propelling  power 

by 141 

Nonuse  of,  by  Suez  Canal  Co.  in  propelling- 
power  deductions 80 

Not  favored  by  the  International  Tonnage  Com- 
mission   139 

Not  recommended  for  Panama 142 

Operated  as  a  bounty  to  steamships 130 

Origin  of 127 


INDEX. 


591 


Percentage  rule — Continued.  page. 

Strong  reasnos  for  changing 134 

Superiority  of  the  Suez  rules  over  the,  for  pro- 
pelling-power deduction 140-142 

Suspension  of,  by  Board  of  Trade 131 

Permanently  covered  and  closed-in  spaces: 

As  defined  in  the  Panama  rules 210 

Similarity  of  Panama  and  Suez  rules  relating  to.       202 
Petroleum,  regulations  concerning  the  transporta- 
tion of,  on  the  Manchester  Canal 547.552-554 

Pilotage: 

By-laws  issued  by  Manchester  Ship  Canal. . .  543-545 
Certificate  used  on  the  Manchester  Ship  Canal.       544 

Dues  on  the  Suez  Canal 507 

Pilots  and  mariners,  notices  to,  issued  by  Manches- 
ter Ship  Canal 533-554 

Plimsoll  mark ,  what  it  indicates 38 

Police  regulations  on  the  Kaiser  VTilhelm  Canal. . .       527 

Poundage,  old  English  use  of  term 166 

President  of  the  United  States,  proclamation  issued 

by,  prescribing  schedule  of  tolls  on  Panama  Canal.  5,  209 
Propelling-power  deductions: 

British  Board  of  Trade  rule  concerning. .  74. 129-136 

Comparative  analysis  of  rules  for 371-374 

Comparison  of  provisions  in  rules  for 79-SO 

Danube  rule  for 74, 136-138 

Deductions  for,  must  approximate  machinery 

and  fuel  spaces 12S 

Discriminations  under 135 

Effect  of  internal-combustion  engine  upon..  152-156 

Example  of  calculation  for  (British) 297 

For  vessels  equipped  with  oil  and  gas  engines.  143-162 

German  rule  for 74, 128 

History  and  criticism  of  rules  for  deductions 

for 125-142 

Panama  and  Suez  rules  practically  identical  for.       213 

Revenues  of  Panama  Canal  affected  by 127 

Rules  adopted  by  the  International  Tonnage 

Commission  for 138-140 

Rules,  application  of,  for  the  determination  of 

the  deductions  for 74, 127-128 

Spaces  enumerated  by  United  States  Navy  for 

Suez  Canal  certificate 465 

Suez  rules  more  accurate  for,  than  percentage 

rule 122 

Superiority  of  the  Suez  rules  over  the  percent- 
age rule  for 140-142 

Three  methods  for  the  determination  of 127, 128 

Under — 

American  rules 78,  253,  265 

British  rules 75, 129-136,  273, 278,  294-297 

German  rules 74,  77, 319.  335,  353,  354 

Panama  Canal  rules 203,  212-213,  23S-240 

Suez  rules 76,410,411,423,424,430,431 

Various  methods  for 9, 127-128 

Registry  of  shipping,  first  act  of  Parliament  regard- 
ing         166 

Regulations  governing  the  use  of  canals.  (See 
Canals.) 

Rieppel,  Paul,  statement  of,  regarding  fuel  oils 150 

Rivers  and  canals  in  the  Netherlands,  general  regu- 
lations governing  the  use  of 555-568 

Royal  Commission  on  Tonnage,  report  of 475-492 


Page. 

Royal  navy  list  in  Great  Britain 102 

Rules  for  the  measurement  of  vessels  for  the  Panama 

Canal 223-242 

(.Sec  also  Panama  Canal  rules.) 
Russia,  adoption  of  the  British  measurement  rule  of 

propelling-power  deduction  by 140 

St.  Marys  Fall  Canal,  law.  rules,  and  regulations  for 

the  government  of 493-197 

Administration 495 

The  law 495 

Use  and  navigation  of  the  canal 496-497 

Sail  room,  comparative  analysis  of  the  rules  for 371 

Sailing  vessels: 

And  unrigged  craft,  deductions  allowed,  under 

Panama  Canal  rules 236,  237 

Deductions  for  sail  space  under — 

American  rules 79 

British  rules 76,  298 

German  rules 78 

Panama  rules 124, 237 

Discriminated  against  under  excess  propelling- 
power  deduction  in  steamers 135 

May  be  equipped   with  auxiliary  engines  of 

internal-combustion  type 157 

Panama  and  Suez  rules  regarding  spaces  for 

sails  on 124 

(See  also  Deductions.) 
Schwerin,  R.  P.,  statement  of,  regarding  propelling- 
power  space 146 

Screw-propelled  vessels,  British  rule  regarding  pro- 
pelling-power space  in 128 

Seamen: 

Accommodations  for  on — 

American  vessels 252 

German  vessels 319,  324-327 

Deduction  for  space  occupied  by.     (See  Crew 
space.) 

Sea  water,  weight  of  cubic  foot  of 36 

Select  Committee  on  Tonnage  Deduction  for  Pro- 
pelling Power,  appointment  of 133 

Shelter  deck: 

Application  of  term  on  large  steamers 21 

History  of  the  treatment  of  spaces   under.   166-182 

Meaning  of  term 165 

Rules  concerning;  and  history  and  criticism.  163-183 
Rules  for,  interpreted  and  applied  differently. .       165 

Significance  of,  explained 19 

Steamer,    illustrations   of... facing  20;    follow- 
ing         21 

Treatment  of,  under — 

American  rules 59, 180.  181,  261,  266.  267 

British  rules 50, 167-169,  289 

German  rules 56. 177, 178,  349,  350,  354 

Panama  rules 202,  204,  210.  225,  226,  230-232 

Suez  rules 53-55, 174-176,  202.  204.  210, 

397-400,  407.  412,  417,  418.  421,  422 

Use  of  term  confusing 20, 21 

Ship  construction,  bibliography  on 220 

Ship-measurement  ordinance  of  March  1,  1895,  tech- 
nical directions  issued  December,  1908,  by  Ger- 
man Government  to  the  ship  measurement  boards 
concerning  the  execution  of  the 347-354 


592 


INDEX. 


Page. 
Ship-measurement  rules,  French,  British,  and  Ger- 
man, comparative  analysis  of 355-374 

Shipowuers: 

Of  Great  Britain — 

Mainly  responsible   for   changes   in   Suez 

rules 176 

Opposition  of — 

To  Board  of  Trade's  rules 168 

To  Constantinople  measurement  rules.        12 
To  net  tonnage  increase  in  vessels,  etc .       193 
Ships: 

Measurement  of.     (See  Measurement,  Measure- 
ment of  vessels,  and  Measurement  rules.) 
Types  of — 

Awning-deck,    difference    between,     and 

shelter-deck  21 

Four-deck 22 

Raised  fore-deckers 19 

Shelter-deck 21 

Spar-deck,  definite  meaning  given  to,  un- 
der British  act  of  1854 167 

Three-deck 17,  20 

Two-deck 19 

Well-deck 20 

Whaleback 26 

(See  also  Vessels  and  Steamships.) 
Signals: 

Code  of,  on  the  Kaiser  Wilhelm  Canal 527-531 

For  pilots  (Suez  Canal) 514 

On  North  Sea  Canal 574-575 

Schedule  of,  for  the  Manchester  Canal 541 

Skylights: 

Comparative  analysis  of  rules  for  exemption  of.       369 

Exemption  of,  under  Panama  Canal  rules 231 

South  America,  type  of  ship  for  west  coast  of 24 

Spain,   adoption   by,   of  the  British  measurement 

rule  of  propelling-power  deduction 140 

Speed  of  vessels  using  the: 

North  Sea  Canal 577 

Suez  Canal 510 

Statistics  of  international  vessel  movement,  present 

diversity  in  methods  governing 194-195 

Steam  schooner  described 29 

Steam  vessels,  increase  of,  between  1854  and  1880.      480 
Steamships: 

Deductions  on.     (See  Deductions.) 

Oil-burning 146-147 

Self-trimming,  types  of 27 

Special  favors  to,  not  justified 136 

Typical  ocean 20 

(See  also  Ships.) 
Stokes,  Sir  John,  an  authority  upon  tonnage  and 

measurement  rules 132, 133, 136, 139, 140, 175, 188 

Stores,  definition  of,  carried  on  Army  and  Navy 

transports,  under  Panama  Canal  rules 236 

Suez,  Universal  Maritime  Canal  Co.  of,  memoran- 
dum by,  on  the  application  of  the  rules  of  1904 
relative  to  the  measurement  of  superstructures. .  413—118 
Suez  Canal: 

Dues  on,  as  set  forth  in  report  of  International 

Tonnage  Commission 388-390 

Early  tolls  upon ,  not  sufficient  for  fixed  charges .       138 


Page. 

Suez  Canal — -Continued. 

History  of  deductions  allowed  in  measurement 

of  vessels  using  the 402 

History  of  the  measurement  of  tonnage  of  ves- 
sels using  the 391-^404 

Military  force  used   for  enforcement  of   Con- 
stantinople rules  on 395 

Net  tonnage  of  vessels  passing  through,  in  1891- 

1893;  1903-1912 85 

Original  basis  of  rate  of  toll  on 393 

Tolls  and  measurement  rules  alike  upon,  to  war 

ships  and  merchant  vessels 99 

Tonnage  rules  of,  and  Panama  Canal  ought  to 

be  identical 121 

Transit  dues 507 

Suez  Canal  Co.: 

Basis  of  the  measurement  rules  formulated  for. .        73 

Concessions  by,  in  measurement  rules 175 

Great  Britain,  Germany,  and  the  United  States, 
comparison  of — 

Gross  tonnage  rules  of 60-69 

Net  tonnage  rules  of 79-84 

Measurement  rules 405-412 

Based  upon  correct  general  principles. .  8. 122, 124 
Comparative  analysis  of  the  provisions  ap- 
plying the,  by  French,  English,  and  Ger- 
man surveyors 433^44 

Comparison  of  Panama  and 199-206 

Deck  spaces,  history  of  measurement  of.  397—401 
Deductions  from  gross  tonnage  to  ascertain 

net  tonnage  in 410-412 

Deductions  in 442—144 

Difference  between,  and  British  rules 76 

Distinct  from  all  others 403-404 

Exemptions  in 438—442 

Gross  tonnage 53-55 

History  of  the  treatment  of  spaces  in  super- 
structures and    under  shelter  decks  in 

the 172-176 

Instructions   of    the   British  and  German 
Governments  for  the  application  of  the, 

to  the  measurement  of  vessels 419^432 

Less  liberal  than  national  rules  for  deduc- 
tions          82 

Net  tonnage 76-77 

Propelling-power    deductions    in,    history 

and  criticism  of 138-142 

Reasons  for  not  making  the  Panama  meas- 
urement rules  the  same  as 121-124 

Specific  application   of,   regarding  super- 
structures        174 

Superiority  of,  over  the  percentage  rule  for 

propelling-power  deduction 140-142 

Unification  of,  with  Panama,  not  difficult.  73, 124 
Unwisdom  of  limitation  of  crew  and  naviga- 
tion spaces  in Ill 

Vessels  divided  into  two  classes  by 204 

(See    also    Measurement,  Measurement  of 
vessels,  and  Measurement  rules.) 

Moorsom  system  as  applied  by  the 202 

Right  claimed  by,  to  interpret  its  measurement 
rules 175 


INDEX. 


593 


Suez  Canal  Co. — Continued.  Page. 
Substitutes  gross  for  net  tonnage  as  basis  for' 

charges 192 

Policy  of,  regarding  tolls 117 

Propelling-power  deductions  by 128 

Rate  of  toll  authorized  by  the  franchise  of 393 

Tolls  on 507 

Suez  certificates: 

British  Board  of  Trade  instructions  to  survey- 
ors concerning  the  measurement  of  vessels  for 

the  issue  of 419-425 

Issued  by  the  Board  of  Trade facing  54 

Measurement  fees  for,  in  Germany 431 

Method  of  procedure  for,  as  prescribed  by  the 

United  States  Navy 462 

Suez  Maritime  Canal,  instructions  and  regulations 
relating  to  the  measurement  of  ships  of  the  United 
States  Navy  for  tonnage  certificates  used  in  navi- 
gation of  the 445-473 

Suez  Maritime  Canal,  operating  rules  and  naviga- 
tion charges  of  the  (January,  1913) 503-514 

Conditions  of  transit — 

Formalities  to  be  fulfilled 508 

Preparations  for  entering  the  canal 509 

Extract  from  act  of  concession,  January  5,  1856.  505 
General — 

Draft  of  water;  proper  trim  of  the  ship  ....  506 

Mail  ships,  distinctive  character  of 506 

Obligation  to  comply  with  the  regulations.  505 
Responsibility    of     captains;     the    pilot's 

functions 506 

Ships  in  ballast,  distinctive  character  of. . .  506 
Movements  of  ships' — 

Accidents 511 

Hours  of  departure  and  movements  under 

way 509 

Mooring  in  canal  ports 509 

Night  transit 510 

Prohibitions 510 

Speed 510 

Roads  and  harbor  pilot  signals 514 

Tariff  for  the  hire  of  plant 513 

Tonnage  and  dues — 

Berthing  dues 507 

Half -transit 508 

Local  traffic  between  Port  Said  and  Ismailia  50S 

Mode  of  payment  of  dues 508 

Passenger  dues 507 

Pilotage  dues 507 

Suez  Canal  tonnage 506 

Tolls  on  vessels *507 

Towage  and  convoying — 

Cases  where  towage  is  compulsory 511 

Dues  for  convoying 512 

Hire  of  tugs 512 

Towage  dues  in  the  canal 512 

Towage  dues  in  the  roads 512 

Use  of  private  tugs 513 

Sulzer  Bros.,  statement  of,  regarding  Diesel  en- 
gines    153,  154 

Summer  tanks  on  vessels 28 


Superstructures:  page, 

American  rules  regarding 58 

Comparative  analysis  of  measurement  rules  for.       363 

Defect  in  American  tonnage  laws  regarding 120 

Defined  by  the  German  authorities 351, 352 

Exemption  of,   nations  obliged  to  follow  the 

lead  of  Great  Britain 193 

For  typical  combination  freight  and  passenger 

steamer 22 

Form  of  request  for  the  exemption  of  (Germany)      354 

Meaning  of  term 165 

Measuring  of,  for  deduction  from  gross  tonnage, 

on  German  vessels 340 

Objection  to  present  rules  regarding,  for  Panama 

rules 119 

Provision  for  measurement  of,  under  the  British 

act  of  1854 167 

Relatively  small  and  unimportant  in  1854 172 

Rules  concerning,  and  history  and  criticism . .   163-183 
Spaces  in,  history  of  the  treatment  of,  in  the 
measurement  rules  of — 

Germany 176-178 

Great  Britain 166-172 

Suez 172-176 

United  States 178-182 

Treatment  of,  under — 

American  rules , 249,  250,  251,  258 

British  rules 278,  289-293 

German  rules 318,  340,  351,  352 

Panama  rules.  204,  210,  211,  2-25,  226-232,  234-236 

Suez  rules 397-400, 

407,  409,  415-418,  421,  422,  428,  430 
Unwisdom  of   exemption   of,  under  American 

rules 118 

Superstructures,  memorandum  by  the  Universal 
Maritime  Canal  Co.  of  Suez  on  the  application  of 
the  rules  of   1904  relative  to  the  measurement 

of  (Paris,  1909) 413-118 

Conditions  for  the  application  of  exemptions. . .      418 

Deck  spaces,  explanatory  sketches  of following  418 

Definition  of  the  various  spaces  above  deck. . . .       415 
Determination  of  deck  spaces  to  which  rules 

apply 415 

Nature  of  the  exemptions  permitted 416 

Shelter  deck 417 

Ships  with  one  and  more  than  one  tier  of  super- 
structures  416, 417 

Sweden : 

Limits  of  deductions  in 127, 128 

Rule  of,  regarding  propelling-power  deduction .       140 

Tank  steamers,  use  and  plans  of 28 

Tariff  for  the  hire  of  plant  on  the  Suez  Canal 513 

Tolls,  Panama  Canal: 

Act  of  Congress,  August  24,  1912,  limit  set  by, 

for 5 

Basis  for,  discussed 33—41 

Block  displacement  tonnage 40-41 

Cargo  tonnage 33-36 

Dead-weight  tonnage 39—10 

Displacement  tonnage 36-39 

Gross  tonnage 45-69 

Net  tonnage 71-94 


594 


INDEX. 


Tolls,  Panama  Canal — Continued. 
Rate  of,  for — 

Army  and  Navy  transports. 

Merchant  vessels 

Naval  vessels 

Vessels  in  ballast 


Page. 

5 

5 

5 

5 

Summary  of  reasons  for  adopting  net  instead 

of  gross  as  the  basis  of 112-114 

Unwise    to    levy,    upon   tonnage    appreciably 

lower  than  earning  capacity HO 

Upon    warships,     displacement    tonnage    the 

basis  of 97-106 

Various  methods  of  levying 7 

Tolls,  Suez  Canal.     (See  Suez  Canal.) 

Ton,  three  meanings  given  to,  in  measuring  ocean 

cargoes - 33 

Tons,  reduction  of,  to  cubic  meters 304 

Tonnage: 

Basis  of  Panama  tolls,  special  principles  to  be 

observed  in  determining  the 109 

Cargo,  displacement,  and  dead  weight 31—11 

Certificates — 

American 50.  249 

British 52,  300.  30G,  308 

German 57,321,431,432 

Issued  to  vessels  in  France,  England,  and 
Germany,    comparative   analysis   of   the 

provisions  of  the 375-381 

Of    vessels    of    foreign    registry,    general 

practice  regarding 191 

Panama 241,  facing  242 

Panama,  measurement  officials  authorized 

to  issue 213 

Suez,  issued  by  the  Board  of  Trade facing  54 

Used  in  navigation  of  the  Suez  Maritime 
Canal,  instructions  and  regulations  re- 
lating to  the  measurement  of  ships  of  the 

United  States  Navy  for 445^173 

Classes — 

As  arranged   by  United   States  Navy  for 

Suez  Canal  tonnage  certificates 450 

As  prescribed  by  the  Suez  Canal  Co 407 

For  German  vessels 317 

In  Merchant  Shipping  Act.  1894 276,  288 

Under  Panama  Canal  rules 233 

Commission,  International,  signed  at  Constan- 
tinople December  18,  1873,  report  of  the.  .   383-390 
Deck- 
Comparative  analysis  of  measurement  rules 

for 357 

Defined 15, 249, 272 

Spaces  above  and  below  the.  comparative 

analysis  of  rules  for 365 

(See  also  Decks,  i 
Displacement,  the  basis  of  tolls  upon  warships.     97-106 

Dues  on  the  Suez  Canal 506-507 

Equivalents  for  cubic  meters 304 

Formula.  British facing  52 

Gross,  and  its  measurement 43-69 

International,  comparative  analysis  of  the  pro- 
visions for  certificates  of 378 

Law,  enactmentof  the  first,  in  the  United  States       178 


Tonnage — Continued.  page. 

Measurement — 

At  Suez,  evolution  of 396 

British  forms  used  in  connection  with 29S 

Comparative  analysis  of  accuracy  of 378.  381 

Rules,  the  present  diversity  in  national . .  195-196 

Net,  and  its 71-94 

Of  vessels  using  the  Suez  Canal,  history  of  the 

measurement  of 391—104 

Opening — 

Classification  of,  by  Board  of  Trade 20 

Easily  covered 47 

Treatment  of,  under  the  Panama  rule 210-211 

(See  also  Shelter  deck.) 

Original  units  of,  in  Germany 176,  177 

Register,  rules  for  ascertaining  i  British) 271 

Report  of  the  British  Royal  Commission  on. .  475—492 
Rules,  most  important  provision  of  any  code 

of 127 

Uniformity,  a  basis  for  international 196-197 

Tonnage   and   measurement,   international   unifor- 
mity in;  past  efforts,  future  possibilities 185-197 

Tonnage  and  vessel  measurement ,  bibliography  on  218-219 
Towage : 

Dues  on  the  Suez  Canal 512 

On  North  Sea  Canal 577 

Rules  for.  on  the  Kaiser  Wilhelm  canal 525-527 

Traffic  regulations  of  canals.     (See  Canals.  1 
Trunk  steamer: 

A  bulk  carrier 27 

Illustration  of 26 

Tugs:   . 

Deduction  for  propelling  power  in,  under  Suez 

rules 76 

Use  of  private,  on  the  Suez  Canal 512 

Tunnage,  early  use  of  word,  as  applied  to  vessel 

measurement 166 

Turbine  engine  being  tried  out 145 

Turret  ship: 

Described 24-25 

Illustration  of 25;  facing  26 

Measurement  of,  in  England 364 

Unification   of   tonnage   rules,    important   step   to- 
ward        142 

Uniformity: 

In  tonnage  and  measurement,  international — 

past  efforts,  future  possibilities 185-197 

Of  measurement  rules  desirable 124 

United  Kingdom: 

Comparison  between,  and  Suez  Canal  Co.,  Ger- 
•    many  and  the  United  States  regarding  treat- 
ment   of    superstructures    and    shelter-deck 

spaces 182-183 

(See  also  British  Board  of  Trade,  Great  Britain 
and  England.) 
United  States: 
Adopts  the — 

British    measurement    rule   of   propelling- 
power  deduction 140 

Danube  rule  in  1882 140 

Moorsom  svstem  in  1865 45 


INDEX. 


595 


United  States — Continued.  Page. 
Comparison  between,  and  the  Suez  Canal  Co., 
United   Kingdom  and   Germany,   regarding 
treatment   of   superstructures    and    shelter- 
deck  spaces 182-1S3 

Comparison  of — 

Gross  tonnage  rules  of  Great  Britain,  the 

Suez  Canal  Co.,  Germany,  and  the 60-69 

Net  tonnage  rules 79-84 

Differences  between,  and  Suez  Canal  Co.  re- 
garding   treatment    of    superstructures   and 

spaces  under  shelter  decks 182 

Exemptions  from  measurement  in  the  law  of 

1864 48 

Government  of  canals  in  the.     (See  Canals.) 

Gross  tonnage  rules  of  the 58-59 

Navigation  laws  of  the 247-254 

Net  tonnage  rules  of  the 78-79 

Reciprocal  arrangements  of,  with  other  coun- 
tries regarding  net-tonnage  figures  of  vessels. .       191 
Rules,  history  of  the  treatment  of  spaces  in 
superstructures  and  under  shelter  decks  in 

the 178-182 

Treaties  and  traditions  of,  require  equality  of 

treatment  for  vessels  of  all  flags 119 

(See  also  American,  Measurement,  Measure- 
ment of  vessels,  Measurement  rules,  and 
Navigation  laws  of  the  United  States.) 
United  States,  customs  regulations  of  the,  190S,  con- 
cerning the  measurement  of  vessels 255-268 

Admeasurement  of  vessels,  none  to  be  made  ex- 
cept by  authority  of  the  Commissioner  of  Nav- 
igation        265 

Admeasurers,  instructions  to 259-261 

Closed-in  spaces — 

Designation  of 261 

Determination  of  tonnage  of 258 

Crew  space,  deduction  for 265 

Cubical  contents  of  a  vessel,  how  determined. .       258 

Deck  houses,  how  ascertain  the  tonnage  of 258 

Gross  tonnage,  deductions  from 262-266 

Marine  document  of  a  vessel,  what  it  should  con- 
tain        259 

Measurement — 

Of  foreign  vessels 262 

Method  of 257,  259-260 

Measuring  instruments  named 259 

Remeasurement  of  a  vessel  to  accord  with  the 

act  of  March  2,  1895 266 

Shelter  deck?,  treatment  of,  in  measurement..      266 
Tonnage — 

Definition  of 257 

Marking  and  recording  of 261 

Water-ballast  spaces,  measurement  of 264 

United  States  Navy,  instructions  and  regulations 
relating  to  the  measurement  of  ships  of  the,  for 
tonnage   certificates   used   in   navigation   of   the 

Suez  Maritime  Canal 445-473 

Below  tonnage  deck,  measurement  of 450 

Between  decks,  measurement  of 451 

Classification  of  items  under  their  proper  head- 
ings in  the  certificate ". 463 

Deck  houses,  breaks,  etc.,  measurement  of . . . .       451 


United  States  Navy,  etc. — Continued.  page. 

Deductions  to  be  made  from  gross  tonnage  in 

order  to  ascertain  net  tonnage 456-462 

General  instructions 447 

Gross  tonnage 447 

Index 467^173 

Instructions  and  definitions: 

Gross  tonnage 453-455 

Net  tonnage 458 

Method  of  procedure 462 

Net  tonnage 455 

References 447 

Resume 463-465 

Rule  for  measuring  laden  ships 452 

Vaporizer  oil  engines : 

Advantages  claimed  for 150 

Compared  with  Diesel  engines 149 

Disadvantages  of,  as  compared  with  Diesel  en- 
gines        150 

Explained 149 

Variations  in  make  of 150 

Ventilating  spaces,   comparative  analysis  of  rules 

for 373 

(See  also  Light  and  air  shafts.) 
Vessel: 

Measurement,  bibliography  on 218-219 

Tonnage,  three  kinds  of 33 

Vessels: 

(  lassifiration  of,  using  oil  for  fuel 146 

Description  of,  to  be  distinguished  from  descrip- 
tion of  rig  under  British  rules 302,  303 

Designed  for  varying  services  and  conditions...       155 
Marking  and  recording  of  tonnage  on,  in  the 

United  States 261 

Measurement  of.     (See  Measurement,  and  Meas- 
urement of  vessels.) 

Of  many  types 145 

Steam,  how  indicated 15 

Strength  of,  upon  what  dependent 15 

Types  of — 

Bibliography  on 220 

Distinguished  and  illustrated 13-29 

Water  ballast  section  of 16 

(See  also  Ships  and  Steamships. ) 

Warships: 

Actual  displacement  indicates  military  value 

of 105 

Advantages  of  displacement  tonnage  as  a  basis 

of  tolls  upon 102-104 

Application   of    Suez    measurement    rules    to 

American 100-101 

Approximate  fairness  of  displacement  tonnage 

of,  as  a  basis  for  tolls 102 

Ascertainment  of  actual   displacement  of,   at 

Panama  Canal 214 

Defects  of    net  tonnage  as  the  basis  of    tolls 

upon 100-102 

Defined  under  Panama  Canal  rules 241 

Displacement,    and    gross    and    net    tonnage, 

British    and    Suez    measurements,    of    five 

British 100 


596 


INDEX. 


Warships — Continued.  Page. 

Displacement  tonnage  the  basis  of  tolls  upon. .   97-106 
Engine-room  space  in,  reduced  by  use  of  Diesel 

engines 152 

Infrequent  use  by,  of  the  Suez  Canal 99 

Labor  entailed  to  ascertain  gross  and  net  ton- 
nage of 101 

Main  types  of,  to  which  Panama  rules  must 

apply 102, 103 

Meaning  of,  in  the  Panama  rules 214 

Merchant  vessel  measurement  rules  not  appli- 
cable to 6 

Net  tonnage  of,  a  very  arbitrary  expression  of 

size  or  capacity 101 

Reasons  for  bating  tolls  upon  actual  displace- 
ment tonnage  of 105-106 

Rules  applying  to,  on  Panama  Canal 241-242 

Same  tolls  and  measurement  rules  for,  as  for 

merchant  vessels  on  the  Suez  Canal 99 

Size  of,  indicated  by  their  weight 6 


Water  ballast:  page. 

Brief   history    regarding   spaces   for,    in    Suez 

rules 397 

Comparative  analysis  of  rules  for 367 

Comparative  analysis  of  the  provisions  apply- 
ing the  Suez  rules  for 438 

National  and  Suez  rules  for  deductions  for. ...         82 
Treatment  of,  under — 

American  rules 251,  264 

British  rules 274, 286,  287,  288,  298 

German  rules 317, 319,  334,  352-353 

Panama  rules 204,  205,  231,  238 

Suez  rules 205,  397,  452,  462 

Well-deck  steamer,  illustrations  of 19  and  facing  20 

Width,  comparative  analysis  of  measurement  rules 

for. 360-361 

Windsor  case,  decision  in  the 170 

Whaleback  vessel 26 

White,  Sir.  W.  H.: 

On  block  displacement  tonnage 41 

On  international  tonnage  rules 196 


o 


«iiil 


